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#21
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Dear Gang,
Guess I'd better wait til my hubby finishes his 75 HP Champ project before I try flying at 5.5 GPM. Thanks for all the advice, though. Although a lot of if is over my head. The best pilot I've even known couldn't read or write. never used a POH, used a check list, and flew planes with little or no instruments. But he was born and brought up with it and just had a feel for it. The first few planes I flew in J3s, J5s, PA 11s, 13s, 15s had little for instruments and the two or three-page POH wasn't much help either. Even my '57 182 is missing about half of the contents of a newer Cessna in the POH. So if you want to take a check ride, take it in an older airplane and when the examiner asks you something. You can say I don't know. He or she will say it's in the POH, and you can hand it to him or her, and shock the heck out of him or her. With these old airplanes I don't trust much of anything except that the engine outta keep running and the wings should've fall off as long I stay straight and level. Had about two feet of rain here in Texas in the past three weeks, so pushing the Beast from the East onto the runway here at Bangs International and taking off probably isn't a good idea at all. Seen far too many airplanes versus mud with the the mud winning. Had some friends with a 172 in Maine and the instructor convinced them it would be just fine in the mud, just have to use some more power. Well after he got gone rototilling the runway with the plane...... That's the trouble with a grass runway. If someone would like to donate 2,000 feet of asphalt have them E mail me ASAP. If it doesn't stop raining soon quess I'll have to go finish covering that Champ myself. Tom's (my husband) gone down to the new Taylorcraft factory in LaGrange Texas and covering their airplanes so our little Champ sits here about 75% done. Everybody check out their website at Taylorcraft.com and if you know somebody looking to buy a plane they should start flying out door any time now. Really wanted to fly down Friday, dazzle them with a high-speed fly-by, but I guess the weather is going to cooperate. Sure wish I could afford those floats a fellow is selling in Maine, but there aren't enough lakes out here to warrant floats. Our first plane that we restored to near perfection, we put on floats. That was such a blast. We had it on a little tiny pond in Maine less than 0.5 mile across. Only one good approach...out through the cattails. The rest of the pond was camps and trees, so we'd taxi down towards the cattails, turn back around and then start a high speed taxi/power turn, gain speed in a circular pattern and take off out over the cattails. That was such a rush. Guess I should've said Tom, I wasn't doing much of anything except praying. We had other friends with float planes and invited them to land on White's Pond, but they said no way. Yep Tom sure is a good pilot. Guess I'll tell you about the second best pilot I've ever known. His name is Major Jay T. Aubin. My stepson. There's all kinds of stuff about him on the inernet. He had been flying Chinook helicopters for the Maines. He was one of the first pilots we lost in Iraq. There were 4 Americans and 8 British aboard. God bless them all. He was one of my dear stepsons, and I miss so much. He had been in Japan for eight years flying choppers. Twice the Maines went there to try to get him to fly the President in Marine One. He said he had signed up for a few other committments but then he could do it. When the war broke out he was in Yuma AZ. We saw him the summer before and he said he was going to school in Yuma. I said "Jay you've been flying those things for years and you're still going to school?" He just laughed and grinned and said yeah guess I'll get it figured out one of these days." He didn't tell us he was going to be an instructor for Chinooks for the "top gun type school" for Marine Aviation Weapons and Tactical Squadron One. Wasn't til we went to Yuma for his memorial service that we found out he was a top gun instructor. When I catch up with him one of these days in the clouds, that "boy" has got a lot of explaining to do!!! We always used to fight about rotors versus real wings. We had both started flying at the same time. Well actually he used to sit on Tom's lap and help him fly Cubs. He knew more by the time he was 5 about airplanes than I'll probably ever know. Jay joined the Maines and Tom and I were married at about the same time. So we would talk about airplanes and he could explain any book knowledge that I just wasn't getting. Good thing those planes will fly even if I don't understand all the engineering and science behind it. But Jay had a way of explaining things so even I could understand them. I was hoping he'd come to Texas when he retired in a few years and help us build Champs and Cubs, and I'd get my A&P license. I'm not one for books, would much rather do it than read about it. After I do it, then the reading seems to make more sense. But for now I guess I'll forget about the A&P and just concentrate on having a plane or two and maybe getting up the ambition to try to tame a tail dragger. QUESTION OF THE DAY. Maybe somebody knows the answer to this one? When you've got full flaps on I've heard you're not supposed to slip an airplane. The only reason I've heard is that for some reason enough air won't get over the tail with the flaps on and you won't be able to control it. when I've been good and high (and slow) I've put the flaps on, and tried slipping to a (mild degree) and it everything seems to respond right. Didn't get real radical with the slip and don't want anybody trying anything crazy, but I just wanted to know if anything real radical was going occur in case I had to slip sometime with the flaps on like in an emergency and end up losing control close to the gound. Usually the 40 degrees of flaps is bad enough so that if you cut way down on the power you can drop the nose so bad it feels like all the stuff in the backseat is going to come hit you in the head causing you're standing on your nose so bad. Tom loves slipping an airplane, the early planes didn't have flaps, so now I've become a little accoustomed to losing 1000 to 1500 FPM and looking down the wing out the side window at the runway. I'm sure he's give some flight instructors heart failure. Guess everybody's got their own approaches to flying and to things in life. Well ya' all take care and enjoy those nice tarred runways, I'm envious of them right now. Flying on one engine, Carol, The Homesick Angel. God bless and pray for our troops. |
#22
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Dear Ron,
Thought of climbing real high, pulling the red knob til it quits, and gliding (best glide 85 estimated because my ) and see how far I get, and then restarting and trying it again. Still haven't gotten enough courage up to try that one yet, and hopefully never will. Some day when I head out for Alaska I might have to try that stunt to come up with enough gas to make it. Even though I know a taildragger pilot who would kill the engine and then get it into a dive and hopefully get it windmilling fast enough to restart. Beats getting out and propping it I guess. Also went down to the hangar and checked. Didn't think there was a black knob. Throttle is white, mixture red and black, and prop is gray. Been flying a plane for a couple of hours, then a couple of hours in something else. Not sure where anything is on anything anymore. The last was a Taylorcraft and I think the knobs were silver and white knobs on that that would hit you in the knees when you pulld them out. Husband keeps swapping, modifying his airplanes, I just leave my alone. It if ain't broke leave it alone. Have had to threaten him and our mechanics with severe bodily harm and/or mutilation if they mess with my airplane. Wanted to do a 300 HP wren conversion (not legal for my year), wanted to rebuild engine cause it used a little oil. Just had been sitting and after using it some it's all better. According to the POH 2000 PRM MPs of 16 at 5000 and 7500 feet are 6.8 and 7.0 gal/hr. If you believe in books. The only book I believe in 100% is the Bible. Husband has a bad heart and I asked his heart doctor he said don't go much over 7 or 8,000 feet, didn't say density alititude or what. The gound here is 1,500 to 2,000 except for the occasional little tiny mountain you might encounter so I just stay high enough to clear the tallest obstruction in that quadrangle on the chart plus some cause I have a way of getting sucked into every tower out there. Aslo I have written here my empty weight is 1616.1. At first this was such a beast cause all I had were 150s and cubs, T-crafts, champs, defenders, vagabonds. Did have a cherokee for a whole two hours of instruction once. Thought that was so big. The windshield was so far away. Could barely reach anything. We go down the runway and ways and they'd say pull back, I was pulling really hard and it wouldn't come off, though my arms were going to break? Maybe the trim needed to be reset or adjusted. Guess I just like something with a pretty big high lift wing. I never really bothered with the trim much until this 182 then I had to learn that or go on steroids to build up my arms. Flies like a Cub now. Even though I'm the only one in the family that does like yellow, I think about putting a Cub paint job on my 182, yellow with that black stripe, and I'd just love to hear people calling it a Cub. Yep a 4-seat Cub with a nosewheel, 1 strut, a starter, landing, tip lights, etc. I bet I'd fool a few people. Good thing I don't like yellow. It's OK on a Cub, but rather have blue. Not a good color for visibility though. Well take care, guess I'll have to settle for 6.8 or 7 which ain't too bad. Usually run it 19 19, 20 20. At least you guys have got me reading the POH again. Had a POH for my first 150 2525J. Was learing in Eastport Maine right at sea level. never could match their climb numbers. After a while they sent a supplement that we were supposed to put on top of those original numbers because they were way too oppomistic. This 182 POH has numbers for 20,000 feet. I've showed instructors and examiners that it's in the book so the airplane can do it, but they seem skeptical. So at 20,000 feet MP of 12, 89 MPH at 7.2 GPH with a slight case of anoxic brain damage (not enough air for the pilot). Guess I'll have to borrow some O2 or save up for an oxygen system next. 20,000 glide ratio of X(not in POH) = distance of Y. 4-5miles x glide = ? not enough to even get out of Texas. See ya. |
#23
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In rec.aviation.owning Homesick Angel wrote:
: Dear Ron, : Thought of climbing real high, pulling the red knob til it quits, and : gliding (best glide 85 estimated because my ) and see how far I get, : and then restarting and trying it again. Still haven't gotten enough : courage up to try that one yet, and hopefully never will. Some day when : I head out for Alaska I might have to try that stunt to come up with : enough gas to make it. My original flight instructor for my PPL had me do that on about my 5th flight. Climbed high over the airport, he killed the mixture, and had me pull it up into almost a stall to get the prop to stop. This was to prove that it won't come out of the air if the engine quits. Free flying time too, he pointed out, since the Hobbs meter stopped running. Eerily quiet. -Cory ************************************************** *********************** * Cory Papenfuss * * Electrical Engineering candidate Ph.D. graduate student * * Virginia Polytechnic Institute and State University * ************************************************** *********************** |
#24
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Cory,
And how many times did you punch or elbow him??? Not enough room in a 65 150 to get a good swing at some one but the elbow works good. That metal knee board across the forehead works pretty good too. On my check ride for private pilot the examiner pulled the throttle back when in the pattern on downwind. "You just lost your engine". I pushed it back in and looked at him. "No I didn't" The third time I finally realized. "Oh make believe I lost the engine". My husband had told me the used to turn the plane off on you, but too many bad things had happened so they stopped doing that. Always been flying my own plane so I usually try to be careful. Any tricky stuff we'd better be in the instructor's plane if he feels brave. Don't know if it's the adrenaline but I've been known to pull knobs completely off, can break plastic stuff real easy, so I try to be real gentle and easy. Had a red neck ex-biker friend who would horse his little Piper Colt around and get close to the runway eight or 10 feet above and do a hard flare and come bouncing in. That convinced me easier is betterer. The Ayuhtaollah of Aviation (my last instructor so far) got up to 6,000 feet one day over a little lake a couple of miles away from Coleman Tx, KCOL I think, (just mostly go by the big pictures on the map), and we throtlled back to an idle. We got to the airport with 2 or 3,000 feet to spare and had to spiral down to the runway. That was the first time he had ever made it. That little 150/150 with the STOL kit would float real good. First similuated engine out on downwind, I went into a little dive got to 120 MPH. What are you doing? He asked. Best glide 120 I said. On that glide trip from Hordes Creek Lake I experiented and the best glide was what was published in the POH. Above or below you'd gain rate of descent. That kind of made me a believer. First flight in my 182 the Ayuhtalloah wanted me to do a tight turn. Instead of cutting the throttle I just pulled the nose back til I got to 85 knots cause I thought that was a good number and did a perfect 2 minute turn. We gained 3,000 feet with him pinned back in his seat looking out all the windows with a real startled look on his face!! First time that ever happened to him. Surprised the FBI or FAA has been out here cause I've been calling him the Ayuhtollah since before 911. Every time I'd say "Oh God". He'd say "Yes". I'd say "You ain't God, I already got one of those, but you can be the Ayuhtalloah of Aviation". He's a retired Air Froce flight engineer. Guess he's been replaced by an E-6 type little hand held unit. Saves a lot of weight. We'd be flying along and he'd make some weird noise and you were supposed to think something was happeneing to the plane. first time he did it I looked oevr at him with his mouth all scrunched up. "What the heck are you doing?" First time he had ever got caught. Says he's done it for years and people will sit up and look around. "What's that noise?" "What noise?" What a bozo. If I can't enjoy myself flying, I won't do it. You do have to pay attention of course. I usually fly out in stix so there isn't much traffic. Most Military traffic here in Brownwood MOA and hawks and buzzards dive bombing you if they're above you. Well take care. Foggy and rainy again. Probably be a month before I can even think about flying. Have to go get the Doping manual out and start working on that Champ project after I get some work done. I'm at at-home medical transciptionist, everybody thinks it's great. Been doing it 20+ years and it's still way too challenging, but seeing as how I'm still learning on this job but have enough time left to learn a new occupation. The only good part is I get to type for a hospital in Alaska which if I try real hard I can envision myself there instead of being in Texas when it's 118 degrees. Take care, God bless. |
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