Waaahhhoooooo Al. You are Da Man!

I did the jumping out a perfectly good airplane (even if likely powere= d by a Lyc <g>) thing about 15 years ago. Tru= ly amazing.

Happy Birthday.

Chris Barber

Houston

From: Rotary motors in aircraft [flyrotary= @lancaironline.net] on behalf of Bryan Winberry [bryanwinberry@bellsouth.ne= t]
Sent: Sunday, May 30, 2010 1:24 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] Re: tehachapi [off subject]

Happy Birthday = Al,

Looks like a ho= ot!

First jump?

Bryan

&= nbsp;

From:= Rotary motors in aircraft [mailto:flyrotary@lancaironline.n= et] On Behalf Of Al Gietzen
Sent: Sunday, May 30, 2010 = 3:15 PM
To: Rotary motors in aircra= ft
Subject: [FlyRotary] Re: te= hachapi [off subject]

Speaking of= skydiving - - this is how I celebrated my birthday this morning!

Woohoo,

-----Origi= nal Message-----
From: Rotary motors in airc= raft [mailto:flyrotary@lancaironline.net] On Behalf Of Mike Wills
Sent: Thursday, May 20, 201= 0 7:25 PM
To: Rotary motors in aircra= ft
Subject: [FlyRotary] Re: te= hachapi [off subject]

There's = a skydive operator who parks his plane right next to my hangar (Cessna 210)= . I've always been amazed that he hasn=92t had to dead stick that thing in. First thing in the morning he fires it up, ta= xies to the active, and immediate full power takeoff with the engine still = stone cold. No run up. Back on the ground 10 - 15 minutes later. Repea= t process all day long. Of course they did just put a new engine in it.

Mike Wil= ls

From: H & J Johnson

Sent: Thursday, May 20, 2010 11:05 AM

To: Rotary motors in aircraft

Subject: [FlyRotary] Re: tehachapi [off subject]

I've ~1000hrs of flying sky diver= s which is a similar style of flying. [ except we had to take the= m 'all the way up' :)] Standard proceedure was to fly pretty much max power [limited to 20-21" IIRC, in a 182 w/ a 470]= . We'd be back to ~18" at 12000, once we dropped the divers it was red= line on the airspeed [unless it was bumpy due to daytime heating] and= keep the nose down. "Warping" was frowned upon [where the plane is stuck in a turn and then you stick the G's on and look= out your window to watch the wings flex [or warp]] although you needed to = pull some G's at some point as you couldn't just go in a straight line fore= ver.

It's a bit unsettling the first t= ime you watch those wings flex.. We'd only pull until we couldn't see the o= utboard screw heads [holding the tips on] and just try and hold that many g's while not getting into a spiral [picking u= p speed]. All the time we are screaming down, we're maintaining 18" of= MAP and every 1000ft we'd pull off another 1/2". By the time we got d= own to tree top level you'd be almost at idle and if you planned it right you wouldn't need to add any power before = ;touch down, just bleed speed, yank the flaps [manual flaps on those old 18= 2's] on the base/final turn and grease 'er in on a grass strip [w/ a 1= 50ft hill at one end and pine trees at the other :)].

Someone had taken a pic at t= he drop zone of one of my 'last ride' flights [last flight of the day as th= e sun was setting] where you can see the tip lights, one over the other [vertically as the plane was pretty much in a ~= 90deg bank @ ~ 200ft] as I'm coming 'round to final, all in that evening 's= weet light' w/ pine trees as far as you could see in the background... = ; Loved that picture..

It certainly wasn't "for the= faint of heart" flying.

Never blew a jug on any of my div= e planes on any of the seasons I flew, so must have been doing something ri= ght. [However, I did have a jumper hit the tail due to an early chute deployment.. but thats another story]

Some [most?!] days I mi= ss that crazy flying [compared to the hrs of straight a level I have to do = now :)]

J Johnson

<= span style=3D"FONT-SIZE: 12pt">

<= span style=3D"FONT-SIZE: 12pt">> Ray,
>
> Sounds like your procedure works. One of the tow pilots where I
> used to soar would basically chop power and go into an inverted
> military break to the left after release and then some sort of
> Walter Mitty full flap super slip to landing. The last part looked > about like a 100 ft rope break drill except worse!
>
> It saves time and looks impressive as hell until the engine needs
> cylinders 1000 hrs before it should! Tow planes are one place
> where liquid cooling would have some huge advantages. I think
> there was a club over in Europe that put a liquid cooled auto
> engine in a Pawnee. In an ideal tow plane you could do what my
> former tow pilot did with no problems....It would also be nice if
> they had dive brakes. It might be more fun to fly the tow plane
> than the gliders at that point...;-)
>
> Ideal tow plane pattern.
>
> Establish release end of downwind @ 3Kft or so
> Chop Power
> Roll inverted
> Pull back on stick
> Deploy dive brakes
> Dive for end of runway
> Pull out of dive
> deploy flaps
> Flare and touch down dirty
> bleed off speed and stop ready to hook up the next glider.
> clean up do over.
>
> I realize this would give the 5 mile final types a heart
> attack...but it would be fun. Maybe make it a two seater so you
> could charge for rides ;-)
>
> Monty
> ----- Original Message -----
> From: Ray Cole
> To: Rotary motors in aircraft
> Sent: Thursday, May 20, 2010 12:06 AM
> Subject: [FlyRotary] Re: tehachapi [off subject]
>
>
> Hello Monty,
>
> This discussion brought back thoughts I had when I was active in=
> our local Soaring group. I thought a three rotor would work well
> in the nose of our Piper Pawnee for towing. Your are correct in
> that the 0-540 engine does not make full TBO standards. The trick
> is at release to dump full flaps and slowly reduce power as the
> engine cools while diving for the runway. In a perfect launch, the > temps and the flare occur at about the same. It is amazing that
> for the most part we were getting pretty good engine life.
>
> Good to see your post.
>
> Ray
>

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