The Swearingen-TEB incident: control issues with twins

"Corky Scott" wrote in message
...
Speaking of difficult to handle twins.

In 1939, the Martin Co. responded to a request for a high speed medium
twin engined bomber with a submission that was named the "Marauder"
and designated the 26th such commissioned design, or B-26.

Martin assigned a young aerodynamics engineer to the task of designing
the airplane.

The same guy (Ted Smith ?) who designed the Rockwell/AeroCommander series,
now called the Twin Commander.

On Wed, 1 Jun 2005 18:26:50 -0700, "Matt Barrow"
wrote:

The same guy (Ted Smith ?) who designed the Rockwell/AeroCommander series,
now called the Twin Commander.

Don't know about Ted Smith, the information I have, which was compiled
by Joseph Baugher and posted to the internet years ago is as follows:

Requests for proposals were widely circulated throughout the industry.
Proposals were received from Martin, Douglas, Stearman, and North
American. The proposal of the Glenn L. Martin company of Middle
River, Maryland (near Baltimore) was assigned the company designation
of Model 179. Martin assigned 26-year old aeronautical engineer
Peyton M. Magruder as Project Engineer for the Model 179. Magruder
and his team chose a low-drag profile fuselage with a circular cross
section. Since the Army wanted a high maximum speed but hadn't
specified any limitation on landing speed, the team selected a
high-mounted wing with a wingspan of only 65 feet. Its small area
gave a wing loading of more than 50 pounds per square foot. The wing
was shoulder-mounted to leave the central fuselage free for bomb
stowage. The wings were unusual in possessing no fillets. The
engines were to be a pair of 1850 hp Pratt & Whitney R-2800-5 Double
Wasp air-cooled radials, which were the most powerful engines
available at the time. Two-speed mechanical superchargers were
installed in order to maintain engine power up to medium altitudes,
and ejector exhausts vented on each side of the closely-cowled
nacelles. The engines drove four-bladed 13 foot 6 inch Curtiss
Electric propellers. Large spinners were fitted to the propellers,
and root cuffs were added to aid in engine cooling.

I archived a number of his aircraft development histories, they are
comprehensive and dry, tending to the technical side with long lists
of serial numbers for respective models and where each was deployed.

Corky Scott

"Corky Scott" wrote in message
...
On Wed, 1 Jun 2005 18:26:50 -0700, "Matt Barrow"
wrote:

The same guy (Ted Smith ?) who designed the Rockwell/AeroCommander
series,
now called the Twin Commander.

Don't know about Ted Smith, the information I have, which was compiled
by Joseph Baugher and posted to the internet years ago is as follows:


http://www.twincommander.com/aero_design.htm

The story of the man begins with Ted Smith, and the dream starts when, as
project engineer at the Douglas Aircraft Company during the Second World
War, Smith envisioned the day when peace would come and the airplane would
fill its promise of usefulness to man as a transportation vehicle. The
airlines had already developed a growing network of schedules and yet the
air transport system, as it was and as it showed signs of developing, did
not provide for the many needs of business and individual travelers whose
requirements placed a premium on going between origin and destination
(frequently not on the airline map) and doing so with all the convenience,
flexibility and time saving that only a privately owned aircraft could
accomplish. At the same time, comfort, dependability, and safety must be the
ultimate that the aviation industry could achieve.

("Matt Barrow" wrote)
http://www.twincommander.com/aero_design.htm

The story of the man begins with Ted Smith, and the dream starts when, as
project engineer at the Douglas Aircraft Company during the Second World
War, Smith envisioned the day when peace would come and the airplane would
fill its promise of usefulness to man as a transportation vehicle.


(Posted this last week in another thread)
OT - Speaking of Aero Commanders, I saw the Pella Windows corporate jet a
few weeks ago at the Pella, Iowa airport open house. Talked with the crew.
It's an Aero Commander jet. Israeli company converts them - see link.

http://tinyurl.com/a7duk
Israel IAI-1124A Westwind


Montblack

"Montblack" wrote

OT - Speaking of Aero Commanders, I saw the Pella Windows corporate jet a
few weeks ago at the Pella, Iowa airport open house. Talked with the crew.
It's an Aero Commander jet. Israeli company converts them - see link.

That may be the strangest conversion I have ever seen! But I like it!

I sure do wonder how they got the CG in the right place. Do you think they
moved the wing back?
--
Jim in NC

On Thu, 2 Jun 2005 09:58:27 -0500, "Montblack"
wrote:

OT - Speaking of Aero Commanders, I saw the Pella Windows corporate jet a
few weeks ago at the Pella, Iowa airport open house. Talked with the crew.
It's an Aero Commander jet. Israeli company converts them - see link.

http://tinyurl.com/a7duk
Israel IAI-1124A Westwind

Dude, I'm pretty sure the Jet Commander was a production aircraft
(early 60's?) that IAI ended up purchasing and building on their own.
Am also thinking the original Jet Commander came with J85/CJ610's.
Been years since I've walked by one on the ramp.

Have no idea when they turned into Westwind's, but looking at the
link/picture you posted, that airplane looks like it might have
TFE731's on it to me. Don't know if that has any relevance to the
"Westwind" moniker or not.

My old Type Certificate CD won't run anymore, or I'd try and look it
up...

TC

On Fri, 03 Jun 2005 00:07:29 GMT, wrote in
::

My old Type Certificate CD won't run anymore, or I'd try and look it
up...

You might try he
http://www.airweb.faa.gov/Regulatory...e?OpenFrameSet

On Fri, 03 Jun 2005 00:54:22 GMT, Larry Dighera
wrote:

On Fri, 03 Jun 2005 00:07:29 GMT, wrote in
::

My old Type Certificate CD won't run anymore, or I'd try and look it
up...

You might try he
http://www.airweb.faa.gov/Regulatory...e?OpenFrameSet

Thanks, funky interface.

Reading through it, the 1121 looks like a Jet Commander to my
recollection, in the notes it mentions Aero Commander/North American
Rockwell. The 1121B is the last one that specifically mentions AC,
1123 and after look like IAI products, still doesn't tell me where the
Westwind part comes into play.

Heh, looks like the 1124 does have 731's on it.

http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/ad46abf7e926a72f8525672700701087/$FILE/ATT1CHYM/A2SW.pdf

DOH (slaps forehead) - forgot google is my friend:

http://www.google.com/search?hl=en&l...&btnG=Searc h

http://www.airliners.net/info/stats.main?id=247

Sorry, been a long week.

TC

wrote

Dude, I'm pretty sure the Jet Commander was a production aircraft
(early 60's?) that IAI ended up purchasing and building on their own.
Am also thinking the original Jet Commander came with J85/CJ610's.
Been years since I've walked by one on the ramp.

Have no idea when they turned into Westwind's, but looking at the
link/picture you posted, that airplane looks like it might have
TFE731's on it to me. Don't know if that has any relevance to the
"Westwind" moniker or not.

From The Illustrated Encyclopedia of Commercial Aircraft, Bill Gunston.

ISRAEL Aircraft Industries' Westwind business jet may be traced back to
the American Aero Commander Model 1121 Jet Commander which was designed
by Ted Smith and first flew in January 1963. When Aero Commander merged
with North American Rockwell they were obliged to sell off the Jet
Commander to avoid conflict with US antitrust laws (the parent company
was already marketing the Sabreliner business jet).
Israel Aircraft Industries bought the entire jet Commander programme and
all production tooling and sales rights, and after refining the design
returned it to the market as the 1123 Commodore Jet, later renamed the
1123 Westwind.
The Westwind had a lengthened fuselage, more powerful engines and
tiptanks. The longer fuselage could accommodate up to ten passengers.
The first Israel-built Westwind 1123 flew on September 28, 1970 and 36
had been delivered when production ceased in mid 1976 in favour of the
Model 1124 which was re-engined with fuel-efficient Garrett-AiRcsearch
TFE73I turbofans in place of the pure turbojets used in all previous
models.
The first Model 1124 Westwind flew on July 21, 1975 since when production
of the aircraft, known as Westwind I, has been running at three to four
per month to meet heavy demand from United States business operators. The
pressurized cabin can accommodate up to ten passengers with a flight crew
of two. The interior arrangement can be altered to suit customer
requirements. The cabin is heated, ventilated and airconditioned. More
than 90 have been delivered.
A further civil version called Westwind II is currently under development
in Israel featuring drag-reducing Whitcomb winglets mounted atop the
aircraft's tiptanks, which are expected to improve cruise performance by
some 70km/h (43mph) and range by 560km (348 miles).

Bob Moore

Matt Barrow wrote:

The story of the man begins with Ted Smith, and the dream starts when, as
project engineer at the Douglas Aircraft Company during the Second World
War, ....

If he worked for Douglas, he had nothing to do with the design of the Martin
Marauder (the B-26). He may well have been involved with the design of the
Douglas A-26.

One cause of confusion is that three aircraft have been designated the B-26. The
Marauder was the first. After all of the Marauders were retired, a version of
the Douglas A-26 was produced as a bomber and was called (at least by some) a
B-26. Later, the USAF changed the numbering scheme and a jet bomber got the B-26
moniker in the 50s. Since the USAF has restarted the numbering yet again (with
the B-1), it's possible that we might see yet another B-26 in the future.

George Patterson
Why do men's hearts beat faster, knees get weak, throats become dry,
and they think irrationally when a woman wears leather clothing?
Because she smells like a new truck.