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Yes, I must confess that sometimes my aviation pursuit
gets a bit more interesting that I would prefer. But, as they say you live
and learn - provided you live of course. Well, having such incidents
such as you and I have had early on - it sort of clues you in that flying is NOT
inherently SAFE, so the decision to continue must mean we have a passion for
it{:>)!
Ed
Sent: Thursday, April 14, 2011 9:56 AM
Subject: [FlyRotary] Re: Glider skills was : [FlyRotary] Re: Cooling
of the BIG IRON
Ed,
Yes, you've lived an interesting life (someone's obviously looking out for
you). I too had a total engine failure shortly before my checkride.
Lucky for me that my instructor was in the right seat. We landed
against the traffic at Robert Mueller Airportn (Austin's main airport), shutting
down the airport until we rolled off the runway with oil pouring from the
engine. Firetrucks arrived shortly thereafter, but no fire. Gotta
love those Lycomings (...not).
Mark
On Thu, Apr 14, 2011 at 8:47 AM, Ed Anderson <eanderson@carolina.rr.com>
wrote:
Actually, Mark, I think the few minutes I spent
getting my Gliders Endorsement back in 1964 helped a bit - even though a long
time ago. At least that convinced no engine didn't mean you immediately
fell out of the sky {:>). But, even back then long before my rotary
and experimental aircraft days, I was - lets say being
flight challenged.
The last day of my glider training, I was running late
getting to the air field and they were due to haul the glider back to its
distant homebase. I arrived just as they were preparing to disassembly
it for trailering back. The instructor was not happy at all about having
to delay the process (I guess after a week in Cordell OK, he wanted to get
back to Mama).
In any case, he told me not to bother pre-flighting the
glider and to hop in and we would hook up the tow plane and launch.
Well, we did - got up to a bit above pattern altitude and cut loose.
Well, the instructor in the back seat berated me all around the pattern about
using too much rudder. So I knew he was not going to endorse my glider
rating. So sweating and a bit disappointed, I managed to "rudder" the
glider onto final approach. As we rolled out several people were running
toward us.
It turns out the aileron locks had been installed (and
not doing a preflight we obiviously missed them) and so I had flown the glider
without ailerons and that was why I had to use so much rudder to get some
bank. I was later told that had I let the wings get sufficiently low,
there was no way the rudder could have pulled the wings back level!!
The somewhat shaken instructor decided that if I could
fly a glider without ailerons - then I merited my glider
endorsement.
Did I ever tell you about the engine-out
landing I experience one flight before my scheduled solo - or about
the tailwheel falling off as I taxied out for my 1st solo flight -
remind me to tell you sometime {:>)
Ed
Sent: Thursday, April 14, 2011 9:17 AM
Subject: [FlyRotary] Re: Cooling of the BIG IRON
Ed,
Oh, so that's where you learned your excellent engine-out glide skills.
Mark
On Wed, Apr 13, 2011 at 10:38 PM, Ed Anderson <eanderson@carolina.rr.com> wrote:
Ah, Yes,
Many a take off in the B-52 fortress ( and one in the
KC-135 tanker) on a Hot Oklahoma day took a lot of water being injected into
the engines to give sufficient thrust to get airborne. In fact,
failure of the water injection system on certain hot days required aborting
the take off.
Ed
Sent: Wednesday, April 13, 2011 9:07 PM
Subject: [FlyRotary] Re: Cooling of the BIG
IRON
Well done Mr. Anderson.
That 50/50 mixture was also ingested by big radials in military power
for cooling and anti detonation.
Same for early pure jets where it was added to add mass to the exhaust
flow on take off.
Lynn E. Hanover
I came across a study looking at ways to cool
aircraft racing engines (for the BIG iron), makes some interesting reading
as they look at EVERY way to cool a race engine including sacrificial
boiling off (phase change) of an expendable liquid as well as spray bar
cooling, etc.
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