TopFlightTV: Patriots Jet Team Trailer... Teaser

Post by **Lawndart** » Fri Jul 17, 2009 10:18 am

Here is a sneak peek of some raw footage and screen shots from the Patriots Jet Team Trailer that will be released at the 2009 ICAS (International Council of Air Shows) convention in early December.

Wonder why the video maker didn't bother removing the "QuickTime menu bars" about a minute into the video? Makes it look less professional IMHO. Otherwise it looks great!!!

Sweeper · Post by **Sweeper** » Fri Jul 17, 2009 1:14 pm

Nice video... really close to the runway!

The number 4 is playing with his airbrake at +/- 0:49?

Post by **Lawndart** » Fri Jul 17, 2009 3:09 pm

Sweeper wrote:The number 4 is playing with his airbrake at +/- 0:49?

I noticed that in another video too, where it looked like several of the Diamond pilots used speed brakes quite frequently. Maybe one of the VPJT can answer this for us?

Blaze · Post by **Blaze** » Fri Jul 17, 2009 11:23 pm

Lawndart wrote:
Sweeper wrote:The number 4 is playing with his airbrake at +/- 0:49?
I noticed that in another video too, where it looked like several of the Diamond pilots used speed brakes quite frequently. Maybe one of the VPJT can answer this for us?

Oh yea, they're always toggling the brakes.

Post by **Lawndart** » Sat Jul 18, 2009 12:11 am

Blaze wrote:Oh yea, they're always toggling the brakes.

Why?

Are there limitations to the throttle response (turbine spool-time), other design considerations/limitations, and/or simply pilot preferences...

Blaze · Post by **Blaze** » Sat Jul 18, 2009 2:59 am

Lawndart wrote:Are there limitations to the throttle response (turbine spool-time)...

Yep throttle response is slow in the real Alba.

But not when you've got 2 invisible PW's!

kerdougan · Post by **kerdougan** » Sat Jul 18, 2009 7:08 am

Lawndart wrote:
Blaze wrote:Oh yea, they're always toggling the brakes.
Why?

Are there limitations to the throttle response (turbine spool-time), other design considerations/limitations, and/or simply pilot preferences...

Yep, the Breitling Jet Team has the same problem with the L-39. They sometimes need to do some 10s anticipations for having the right thrust at the right time. They also need to have strong arms because the faster they fly, the harder the stick is, which is supplementary difficult for precise formation flight.

Here is there 7 ship display they flew this summer at the Ferté Alais meeting in France, it's filmed and directed by a friend of mine.

And here are the guys, on that video they started to fly a 6 ship:

I wish the Patriots to have the same kind of success!

Frazer · Post by **Frazer** » Sat Jul 18, 2009 10:07 am

If you look at 1:16 of the second movie Kerdougan posted, you can see that the turbine spool-time doesn't seem to be any slower than other aircraft.

It could be though that an instrument test was filmed with engines off (the temperature looks kinda low no?).

Anyway, slow turbine spool-times make formation flying a lot harder. Imagine flying second wing...

A lot of skill, knowledge and trust required!

Post by **Lawndart** » Sat Jul 18, 2009 10:41 am

Frazer wrote:It could be though that an instrument test was filmed with engines off (the temperature looks kinda low no?).

Probably a bit of film making trickery as well (sped up footage). That EGT is definitely way too low for near 100% RPM.

Here's an excerpt from Warbird Alley's L-39 Albatros Pilot Report
by Buck Wyndham, L-39 Instructor Pilot

"As with all other aspects of high-performance flying, a thorough knowledge of the airplane and its limitations is imperative in order to fly formation well (and safely) in the L-39. The slow engine response time dictates a higher level of pilot anticipation and experience than in some other jets, but this is certainly well within the capabilities of a disciplined jet warbird pilot of average skill level."

Speaking of brakes, no wonder the Patriots also perform (wheel) brake tests after pulling out of the chocks with that quirky steering system on the ground, and a free-castoring nosewheel as mentioned in the report. Yikes!

Does anyone know if the Patriots have had their ejection seats pinned and deactivated? The report mentions most operators have converted to the Western system for ease of maintenance.

Nice shot of the Albatros cockpit from that article:

Blaze wrote:...not when you've got 2 invisible PW's!

Just stay away from the afterburners in Lock On and no one will know about your little secret! Oh, and never brake the "sound barrier"...

Blaze · Post by **Blaze** » Sat Jul 18, 2009 2:04 pm

Lawndart wrote:Speaking of brakes, no wonder the Patriots also perform (wheel) brake tests after pulling out of the chocks with that quirky steering system on the ground, and a free-castoring nosewheel as mentioned in the report. Yikes!

Does anyone know if the Patriots have had their ejection seats pinned and deactivated? The report mentions most operators have converted to the Western system for ease of maintenance.

Yea the L-39 uses a differential braking system with the castoring nosewheel. Squeeze the handle on the stick with the rudders centered and you get both brakes, and to go left or right just move the corresponding rudder and a valve directs the braking to the right/left wheel. The Patriots' jets have the original seats and they pull the pins before they practice. Most seats actually still work, but they're very uncomfortable.

Lawndart wrote:
Blaze wrote:...not when you've got 2 invisible PW's!
Just stay away from the afterburners in Lock On and no one will know about your little secret! Oh, and never brake the "sound barrier"...

We don't usually use them, but if we need to for timing we disabled the ab sound. And yea Burner quit breaking the sound barrier!

Post by **Lawndart** » Sat Jul 18, 2009 3:40 pm

Blaze wrote:We don't usually use them, but if we need to for timing we disabled the ab sound.

"If we need them..."? The safety nets of virtual flying, ehum... cheatin' (cough, cough) saves another screw up.

Blaze wrote:And yea Burner quit breaking the sound barrier!

Finally!!!