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Some operators have given the industry a bad name.. not all of us would kick the tires and light the fires.. :)
Jarrett
> There's a skydive operator who parks his plane right next to my
> hangar (Cessna 210). I've always been amazed that he hasn't had to
> dead stick that thing in. First thing in the morning he fires it
> up, taxies 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. Repeat process all day long. Of course they did
> just put a new engine in it.
>
> Mike Wills
>
>
> 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 divers which is a similar style of
> flying. [ except we had to take them '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 forever.
>
> It's a bit unsettling the first time you watch those wings flex..
> We'd only pull until we couldn't see the outboard screw heads
> [holding the tips on] and just try and hold that many g's while
> not getting into a spiral [picking up 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 down 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 182's] on the base/final turn
> and grease 'er in on a grass strip [w/ a 150ft hill at one end and
> pine trees at the other :)].
>
> Someone had taken a pic at the drop zone of one of my 'last ride'
> flights [last flight of the day as the 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 'sweet 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 dive planes on any of the seasons I
> flew, so must have been doing something right. [However, I did
> have a jumper hit the tail due to an early chute deployment.. but
> thats another story]
>
> Some [most?!] days I miss that crazy flying [compared to the hrs
> of straight a level I have to do now :)]
>
> J Johnson
>
>
>
> > 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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