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Discussion in 'Aircraft Design / Aerodynamics / New Technology' started by Victor Bravo, Feb 19, 2019.
Or a plane that has been designed to your ( your son ) measures.
170lbs on a heavy day and 5ft 9inches.
The term Jet Jockey mean anything?
It is not Jet Lumberjack for a reason.
Six foot three and 210lbs. Back in the old days, just big enough to escape ball turret duty.
Ask Gaokin about redrives.
225lb, 6'6", 14
There has been over 2 metre tall jockeys in the NAVY flying F-14s already.
The small block Brtiggs & Stratton conversion that I saw Saturday morning was very interesting, It was a clean installation, and the mounting was designed to bolt on to an airframe that had been powered by a Rotax 377. The engine hung underneath the keel tube just under the middle of the wing, with an 18 inch propeller shaft to put the prop below and behind the wing trailing edge. The engine sounded very good, although the exhaust was a little too raw for what could have been a quiet and pleasant sounding engine. The mufflers were soda-can-sized, didn't sound like they were doing much. The exhaust was also fairly close to the propeller, so you could hear a lot of slapping noise from that. All of this could be different on a Ranger type aircraft, obviously the prop slapping sound would not be there, and you could run a homebuilt "Swiss Muffler" tube under the fuselage fairly easily. Depending on the weight of the airframe, the small V-twins could very possibly be a winner for someone wanting a minimum cost installation. Less money than the half-VW's, and possibly less money than the better 36HP paramotor 2-strokes.
I am attempting a low-ish cost but reliable Briggs redrive conversion. I have managed to get most of the numbers to work so far...
It is rare and most jets have a very specific pilot size in mind. Especially in the age of the 4th and 5th gen fighters. Some to the point pilots too tall or too short can potentially die when ejected.
All things like talent been equal a heavy and too tall pilot is a big liability.
Even in rec aircraft, how many have a extra 60 or 100lbs of spare load and excess performance to use?
Just like motorbikes- fastest and cheapest speed gain is always lose weight.
Why would they die when ejected ? Weaker 6-pack ?
A lot of it comes down to the design of the seat for ejection and the weight of the pilot.
However as the new fighters have a heavy helmet, this is a considerable factor in the design for pilot size.
It has already been reported with the F35 that it has restrictions on pilot size for this very reason. Apparently a complex issue of weight of helmet, height of pilot in seat and weight of pilot.
If you weigh too little you get rocketed out much faster, higher loads etc. If too heavy you might have problems getting away far enough and the chute will drop you too quickly. And your body loads in lbs are vastly higher if you weigh more due to inertia.
A variety of reasons.
But the big point is a lighter pilot for planes we discuss on the forum is a plus for performance and safety in a crash. Also the loads placed on the craft.
This is even more important in part 103, as the airframe tends to be minimal.
Are you saying only midgets can fly F-35s ?
I’m 6’ 2” tall, and never was a military pilot, but have been in the cockpit of an A-4. Were I to eject from that cockpit, I would lose both legs.
I felt the same in a BAE Hawk.
True midgets would not reach the pedals.
And would be way to short.
Under 120lbs- death on eject
120-160lbs- major risk of significant injury, but better than riding it to the ground.
160-200 lbs- this is the goldilocks weight and what the systems are designed around including helmet, seat, ejector system.
200-220lbs- You should loose some weight but are still in acceptable risk profile. But are getting up there in risk.
220 -240lbs- you need to pick a different career, any ejection is not likely to go well for you.
240lbs and above- try your luck riding it too the ground and avoid the public.
These are based on low altitude ejections, which are the most critical.
This is the pilot parameters set by Martin Baker for the ejection suite and the helmet weight. Too light and insufficient neck strength. Too heavy and you will get mushed either on initial ejection or impacting the ground.
Additionally there is the pilots ability to take g loads. Small to med bodies take it much better and far less prone to blackout. Tall or heavy pilots have much lower tolerance in flight and in very high g , eg ejection. Significant skeletal and internal injury can be expected including crushed vertebrae and dislocations. Internal injuries can included aorta separation- that is a real party stopper.
So you absolutely must be trim and fit.
Sorry fellas, but you must only be so big for this ride.
We must keep in mind that even in todays fighters the chances of ejecting and getting away from the craft and whatever caused the problem, plus landing on the chute into whatever terrain. Are not 100%, sometimes a hell of a lot lower, and that assumes it all goes to plan.
Uh, guys? We're way off topic here, could you please start a post elsewhere if you want to discuss pilot heights and weights, military planes, and ejection seats?
You are correct. One factor is that with the new forum programming, one does not see the topic when reading any but the top post on a page. That makes it easy not to be aware of the thread topic, and simply to continue an off-topic track. Just like this one.
I've mentioned this twice to the admin but it gets no attention.
Maybe @Topaz can relocate to the Sasquatch pilots thread lol.
See Fritz you have a audience of Sasquatch pilots please make it plenty big. Lol
At 6' 2" and size 14 feet Id' fit the category. That's the beauty of an airplane with the pilot on the outside, it doesn't matter (within reason) what size you are.
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