About the Book
This book is the culmination of interview and review with several professional pilots and many years of flight experiences. It became obvious when comparing ideas there are too many different opinions about aircraft flight control.
When contemplating the physics of flight it seems there could be only one way to control any aircraft. What has resulted is a complete re-thinking of what goes on when controlling an aircraft.
When reading or discussing aviation there are many technical terms not always used correctly. A few new terms and some changed terms are used in an attempt to assure complete understanding.
This book presents ways to look at what is going on during flight from a pilot's perspective, how to control an aircraft. The design is to fly. The pilot controls.
The first five to ten hours of flight training should teach pilots’ aircraft control, after which they will learn what to do with the machine using that control.
What I have written I learned in just the past few years after going back into Instruction and dealing with those Instructors who each has their own understanding of how to fly. It's very interesting.
Such simple questions...
What makes an airplane go up? What causes an aircraft to stall? How do you steer an aircraft? How does an aircraft accelerate?
It may not be what you expected!
When is the last time you considered these basic questions? Do you really know the correct answer? Maybe you need to review some of the basics. I would like you to ask yourself if you are really aware of these things. I have written lots of the basic ideas into book form.
This website is a source for you to purchase and download a copy of my first book...if you don't want the book, look at the other information included here...there is more to come.
I feel it is important to any pilot out there to know what really stalls an airplane. You are the one that is controlling this thing. All machines have their limitations. If reached, most of those limitations can really bite.
Remember, it's just a machine. It is probably doing what you controlled it to do.
Bob Reser has flown for over fifty years as both a commercial and military pilot. He has flown a variety of aircraft and holds ratings in several large aircraft. Additionally Bob has done flight instruction and managed flight instructors for several years.
Bob holds ATP in Boeing 727, 757, 767, 747-400, DC-10 and B-25. His first commercial flying job was single pilot B-25 dropping on forest fires in Alaska with only 300 hours total time. He flew U.S.A.F. and Air National Guard transport (C-123), observer (O-2), and jet fighter (RF-84, F-89, F102) aircraft for 20 years while flying the commercial airline very large transports for 30 years. Bob also holds USAF Navigator and Radar Observer ratings.
How did Bob fly the B-25 at 300 hours? It’s all about opportunity. If it was available (affordable), you could initially learn while flying a Boeing 777.
250 all jet flight training in the Air Force, 50 hours C-123 with the Air Guard. His first propeller airplane had two R-2600 reciprocating engines. His first light aircraft flight was after 350 hours, soloing an Aeronca Champ after one turn around the pattern. His CFI was obtained after 4 hours in the Champ! Haven't times changed? Has the physics of aircraft control changed??
Most of the years working, Bob commuted from his farm hayfield to the Air Guard and his Commercial Airline job with his own private aircraft.
For several years after airline retirement, he worked as Vice-President of Safety for a large flight school.
A personal aircraft mishap from which Bob survived with only minor burns and injuries confirmed his idea of the considerations for surviving an off-field landing, even a crash.
The later years when working at the flight school, with ongoing review of Instructors, Students, and Examiners, the ideas professed of how to control flight were formed, there began an idea that something is missing in the general knowledge of aircraft control.
The past few years Bob has been working on this book while professing the need for a changed approach to basic flight training.
©2012RobertReser