LETTER TO THE EDITOR
Just read Ask Paul’s post (A puzzling compression problem) and it reminded me of an problem I found several years ago. I had a Lycoming IO-360 180 hp in a Pitts that began to use some oil. It increased gradually from a quart in 15 or 20 hours to 10, then eight, then on one trip it went to about a quart in three to four hours. The compression was good in the low 70s over 80, so thought I must have broken oil rings.
LETTER TO THE EDITOR
After reading The fallout from sonic booms, I couldn’t help but share some of the things that our flight club in Elkhart, Indiana, have been doing. I personally think that people look at pilots and planes with much wonder; we are not mainstream and the only experience people have is either in a cramped airline seat or watching someone doing aerobatics.
LETTER TO THE EDITOR
While sitting in the FBO lobby in DeRidder, La., I came upon Deb McFarland’s article about her flight on the 4th of July (Short Final: An unforgettable gift). Sure enjoyed it. I grew up around Helen, Ga., and spent many hours running around those hills and floating the Chattahoochee.
LETTER TO THE EDITOR
In reading your article, “A trip back in time,” my mind went back to 1960 when I traded for a 1939 Taylorcraft. I had only been up in a small airplane a couple of times. The T-craft was a little airport bum and little did I know of the maintenance problems I had traded for. In an effort to get the annual signed off, I found out. Continue Reading »
In regard to the article (Titan Aircraft T-51: 3/4 scale, 100% fun) about the Titan T-51 in which you said the Titan was a “hoot” to fly while avoiding the vices of the original. I am curious as to just what these vices were? In General Yeager’s book he said that it was a tricky airplane to fly, so I asked him, just what characteristic was tricky? He replied, “The tail wheel”. Was this one of the “vices” of which you spoke? In the 1930s and 1940s we grew up in tailwheels and I guess just didn’t know any different. I never flew a nose wheel until I flew the P-38 in 1945. Then into the Mustangs where my assignment was flight test maintenance officer. I flew over 300 functional flight tests after the mechanics finished their work and before they went back on the flight line. I always said the “D” model was a mechanics airplane and the “H” was a pilots airplane. The “H” had the -9 Merlin in it with a Simmons boost that automatically kicked in the supercharger and you did not advance the throttle upon shutdown. I flew the “D” model only 100 hours but logged 1000 hours in the “H”and enjoyed every minute of it. We appreciate getting your publication at our local airport, Highland County Airport (HOC), Hillsboro, Ohio. It brings us up to date on just what is going on out there in the aviation world.
Lt. Col. (Ret.) Darrell R. Larkin
Hillsboro, Ohio
Dave: I like GAN and have been a reader/subscriber many years. I read with interest your editorial (A trip back in time) when my copy arrived today. I just completed exactly what you were describing. I did the review of my 52
years of flying to write my justification for the Wright Brothers Master Pilot Award application. My log books are a pretty fair diary. Most of the time I can read the writing.
LETTER TO THE EDITOR
Please do not allow California’s Oceano Airport (L52) to be wiped off the map (Pilots continue fight to keep Oceano Airport open).
For years it has been a famous fly-in spot for breakfast, lunch, and dinner near the beach, which is within walking distance. Continue Reading »
LETTER TO THE EDITOR
“If you cross the line, you’ve crossed the line” (FAA runway safety initiative launched). How true, but it more often occurs after landing and not completely clearing the runway. Just because your seat in the cockpit is across the hold short line doesn’t mean you are “clear of the runway.”
I once witnessed a Boeing 757, at a major US airport, stop with over 50 feet of the aircraft still across the hold short line. A DC-10 then took off on that runway, missing the tail of the offending 757 by a too-close margin. I called this to the tower, but they didn’t seem to understand the problem. When I called on the phone later, the tower controller still could not see a problem.
This is not the only time I have seen this occur with large aircraft and I see it happening often with light aircraft today.
ED DICKMAN, via e-mail
LETTER TO THE EDITOR
I absolutely dispute your remark in the story “Avoid becoming a statistic,” which states: “Never trust your fuel gauges. The regulations require they be accurate ONLY when empty.”
I’ve had this discussion with a senior FAA Inspector, and when I asked if there was credibility to the assertion that I have heard repeated over the years about gauges only needing to be accurate at empty, he asked “Does the aircraft have a Minimum Equipment List?” to which I answered “Yes.” He asked, “Can you tell me the items on the MEL?” and, I read them off. One of the items is “An operating fuel system.” He posed the question: “Is it an operating fuel system if it only reads correctly when the tanks are empty?” After thinking about this for a moment, I realized that the answer is No. It is not operating the way the manufacturer designed it if it operates only when the tanks are empty.
I am an A&P/IA and I have this discussion regularly with aircraft owners. The myth has been perpetuated innocently, but it needs to be corrected.
PAT BARRY, Laguna Hills, Calif.
LETTER TO THE EDITOR
Back in 2006, Paul McBride wrote a column, “Is it a sticking valve?” I just wanted you to know that your comments were right on and helped me troubleshoot my IO-470N successfully. It turned out I had a partially plugged injector nozzle. After soaking with MEK for a while and blowing out with air, the problem resolved. I cleaned all the nozzles while I was at it. Your comments helped a lot. Thanks.
My problem was interesting in that it occurred just as I was climbing out, while I was staring at the gradually cooling EGT temperatures, anticipating my first reduction in fuel flow (mixture control). However, just as I was watching the (up to that point over-rich cool) EGT, suddenly the EGT needle rose about 200°, alarming me. Continue Reading »
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This May 2010 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn fro...
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