Speedy wrote:
A bit time-late on this topic, but I just got the feedback I was waiting for.
Back in the late 60's and early '70's, my buddy Chuck Lyford did some pretty amazing displays in a borrowed Bearcat. So given the hammerhead controversy a couple weeks ago, I asked him his thoughts on it. He was out of the country, but just got back to me with his response, which I thought was 'typical' Chuck:
Bearcat will do a great hammerhead, as will almost any airplane.... All depends on how high it's performed... The Bearcat will sail up to 10,000 + with speed and a very lazy one can be performed...It's the altitude that determines the amount of recovery needed. . Best to do it to the left with the torque and with hard left rudder and to get tricky, a quick hit of angle (pull the stick back) of attack and a slight shot of power until around the corner. A little added help from P effect.
Lyford is correct. It's the altitude or more correctly the lack of same that kills you. It's always the initiation altitude coupled with the technique used as that relates to the physics that determines the outcome of any display maneuver.
Hammer Heads per's are safe enough in any aircraft given the altitude to correct for any "mistakes".
The combination of the Bearcat, the potential for error coming off the apex, and an initiation off the deck is simply taking a risk unnecessary for a display profile in this particular type of airplane.
Doing a Hammer Head off the deck in a Beacat is simply asking for trouble and I would never recommend it. Doing a Hammer Head at altitude in a Bearcat shouldn't be an issue for any competent pilot familiar with the Cat's behavior through the apex.
Bottom line is that a HH in a Bearcat is a HH in a Bearcat. If you do it right it's no big deal. If you screw it up coming off the deck however, you better have some air between you and the ground!
Dudley Henriques
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