Slow to Smooth to Fast

The axiom is usually applied to shooting – “slow is smooth, smooth is fast.” If you learn to move slowly, not rushing, not being herky-jerky with things, you become very smooth when you shoot, and more accurate than if you rush. After sufficient practice, smooth then becomes fast and accurate. I’m noticing this with my own practice, most recently last week, when I was taking my time and concentrating on not rushing and not trying to “beat” the folks two positions down who were shooting semi-autos. Everything flowed much better than it had in the past, even given that I was in pain and tired. Which means I need to practice more when I’m tired and at less than peak, because Murphy was an optimist.

The same thing applies to a lot of manual/physical skills. Flying in particular. I had several people comment that I handled the airplane very smoothly, not rushing, not making large physical inputs. In other words, I wasn’t whapping the stick back and forth to get a result, nor was I stomping on the rudder pedals. For one, doing that sort of thing can break the plane, which is considered poor form (unless you are a mechanic with house-payments. Then you can be very appreciative of the business generated by ham-handed aviators.) Two, it makes passengers turn various shades of green. Three, over-correcting tends to make things worse.

A lot of the first flight lessons is spent on getting students to relax, not strangle the stick/yoke, and to make small corrections smoothly. Even when a student accidentally snap-rolled a non-aerobatic aircraft, I responded quickly but smoothly, with the minimum control input needed to return the blue side to the top and the brown side to the bottom. Ditto when a freak outflow wind slapped my air ambulance plane into knife-edge flight. Granted, I’d had a lot of aerobatic training, so the world tipping over wasn’t new, just a surprise in those particular airplanes. I moved as fast as was appropriate, and smoothly so I didn’t break the plane or scare the passengers and med crew.

There are times to rush. There are even more times to move slowly and smoothly, which becomes quickly because you are not undoing or over-controlling. Firearms, planes, riding a horse or mule, working with power tools and hand tools, applying first aid . . . Slow is smooth, smooth is fast.

Society too seems to have become herky-jerky, leaping from crisis to cure to cause of the week. Some people are just like that, but the world as a whole seems to have become more abrupt and “rough on the controls.” I won’t blame the internet, because everyone else already does :), but I suspect life would be far easier for more people if those running the place (or who think they are running the place) moved more slowly and smoothly. I know that rushing just makes me flustered and more likely to mess up whatever it is I’m attempting to do.

Slow is smooth. Smooth is fast.

“I Danced in the Morning”

A story from my not-entirely-misspent aerobatic days.

High in the rain-washed air, above spring greened wheat and grass, the dance begins. The nose of the small crimson and white biplane eases slightly below the horizon, and the rest of the plane rotates around it, stopping wheels high to check seatbelts and oil pressure.  The wings swing crisply upright once again, quickly turning to wards a box drawn in the air that only the mind’s eye can see. The silvery nose of the checker-winged Pitts swings left and right, searching for other airplanes. None appear to seeking eyes, and the plane banks towards the unseen box, dipping a wing three times in salute. Continue reading

Rotor and Wave: Do Not Want!

If you are a power plane, that is. If you are a glider, wave can be your long-sought friend.

One of the local weather guessers was pointing to “neat clouds” the other night, and called up a visible satellite image that showed them streaming off of Pikes Peak in Colorado and flowing in a wave-like pattern as far as the Panhandle. Anyone who has flown the Front Range is probably wincing right now, and maybe reaching for the “bag-in-the-back-of-the-seat-pocket.” Continue reading

When Clarifications Just Muddy the Waters

So, a week or so ago, a US federal agency issued a “clarification” about something that served to confuse matters farther. This is, alas, not rare in any bureaucracy, in part because of legalese and jargon, and in part because bureaucracies incline toward prolixity and complexity unless acted upon by an outside force, and even then clarity isn’t always as clear as one might hope. Continue reading

December 17, 1903

The first powered, controlled, sustained flight by a heavier-than-air aircraft took place on Kill Devil Hill, Kittyhawk, North Carolina. They needed a place with steady wind, away from people, and the Outer Banks of North Carolina provided both.

It wasn’t much by modern standards, but it started a revolution. People had dreamed of flight for thousands of years, and gliders had been around for a while. The problem was launching them. Birds self-launch. People in gliders could do that off of hill sides, if everything went right, but it wasn’t the same as true flight. Hot-air balloons could drift with the wind, and had been around for over a century. Again, control was a problem, as was fire. Gas balloons came next, hydrogen at first, but a light-weight propulsion unit remained, let us say, challenging to find.

Everyone remembers the Wright Brothers. Charlie Taylor is remembered only by rabid aviation buffs, and mechanics. Charlie Taylor created the engine that the Wrights needed. It was . . . rough. It had four in-line iron cylinders on an aluminium case. The compression ratio left a lot to be desired, and the water-cooled engine lacked pumps and other accessories. Steel crankshafts linked to the propellers via chains, one of which had a twist in order to make the props counter-rotating. The props turned relatively slowly. The life of the engine wasn’t all that long, but it worked and worked well enough for powered, controlled flight.

https://wright.nasa.gov/airplane/eng03.html

Charlie Taylor delivered the engine in six weeks from order to test run. It was under-weight, produced the required thrust power, and was machined entirely by hand! No one remembers him, unless you are an aircraft mechanic. The FAA also now has a Charlie Taylor Award, for the mechanic or maintenance inspector of the year, usually given for lifetime accomplishment.

For more information:

https://medium.com/faa/charles-e-taylor-the-unsung-hero-of-kitty-hawk-finally-gets-his-day-f55b124b41df

https://airandspace.si.edu/exhibitions/wright-brothers/online/fly/1903/engine.cfm

“Alle Sturmfeste Himmelhunde…”

When I was in university in Germany, I happened to visit the aviation and mechanical museum in Speyer on a day that they were having a book sale/flea market. I snagged a few titles, including a book of pilot songs. Germany being Germany, after you fly and have a few, or when the weather’s bad and you have a few, you sometimes start singing. Some are parodies set to Lutheran chorales, there’s the immortal (and unprintable here) “Hey ladi ladi,” and others. But one that really caught my ear was “Alle Sturmfeste Himmelhunde.” Continue reading