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fatal bird strike
"A flight instructor and a student died Tuesday after their single-engine Cessna struck a bird and crashed near Frisco, officials said. Which local paper? It isn't in the preliminary reports... http://www2.faa.gov/avr/aai/A_0708_Y.txt |
#2
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not to mention the bird
"StellaStar" wrote in message ... "A flight instructor and a student died Tuesday after their single-engine Cessna struck a bird and crashed near Frisco, officials said. Which local paper? It isn't in the preliminary reports... http://www2.faa.gov/avr/aai/A_0708_Y.txt |
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StellaStar wrote:
"A flight instructor and a student died Tuesday after their single-engine Cessna struck a bird and crashed near Frisco, officials said. Which local paper? It isn't in the preliminary reports... http://www2.faa.gov/avr/aai/A_0708_Y.txt http://www.nbc5i.com/news/2318501/detail.html WW |
#4
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"StellaStar" wrote in message ... "A flight instructor and a student died Tuesday after their single-engine Cessna struck a bird and crashed near Frisco, officials said. Which local paper? It isn't in the preliminary reports... http://www2.faa.gov/avr/aai/A_0708_Y.txt IDENTIFICATION Regis#: 166ME Make/Model: C172 Description: 172, P172, R172, Skyhawk, Hawk Date: 07/08/2003 Time: 1644 Event Type: Accident Highest Injury: Fatal Mid Air: N Missing: N Damage: Substantial LOCATION City: FRISCO State: TX Country: US DESCRIPTION ACFT REPORTED A MAYDAY AFTER LOSING CONTROL DUE TO A BIRD STRIKE, AND CRASHED, TWO PERSONS ON BOARD WERE FATALLY INJURED, FRISCO, TX INJURY DATA Total Fatal: 2 # Crew: 2 Fat: 2 Ser: 0 Min: 0 Unk: # Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk: # Grnd: Fat: 0 Ser: 0 Min: 0 Unk: WEATHER: TKI 1553 UTC 18009KT 150V210 10SM BKN022 29/23 A3113 OTHER DATA Activity: Training Phase: Cruise Operation: General Aviation Departed: ADDISON AIRPORT, DAL Dep Date: 07/08/2003 Dep. Time: 1632 Destination: ADDISON AIRPORT Flt Plan: UNK Wx Briefing: U Last Radio Cont: 2 MILES W OF AERO COUNTRY Last Clearance: NO CONTROL INSTRUCTIONS PROVIDED FAA FSDO: DALLAS, TX (SW05) Entry date: 07/09/2003 |
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On last flight in a 337 a few years ago, I ran into two big buzzards
(6-8 ft wing span 20-30 lbs) just west of Houston. By adroit flying kept one from comming through the prop and into the cockpit and thought I would miss other but he folded his wings and dropped and I hit him about 10 feet out on the wing causing major visable damage from cockpit. Very carefully flew back and landed safely. Inspection showed major internal damage to structure of wing. Just lucky I guess that all held together. As I have said prior, I'd rather be lucky than good ) Of course both are better than only one. Big John Point of the sword On 9 Jul 2003 07:14:36 -0700, (RM) wrote: From the local newspaper: "A flight instructor and a student died Tuesday after their single-engine Cessna struck a bird and crashed near Frisco, officials said. A Federal Aviation Administration official said air traffic controllers received three maydays from the pilot." It was a Monarch Air Skyhawk, their new Millenium Edition one. An accompanying photo showed the smashed plane in an open field. |
#6
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Big John wrote in message . ..
On last flight in a 337 a few years ago, I ran into two big buzzards (6-8 ft wing span 20-30 lbs) just west of Houston. By adroit flying kept one from comming through the prop and into the cockpit and thought I would miss other but he folded his wings and dropped and I hit him about 10 feet out on the wing causing major visable damage from cockpit. Very carefully flew back and landed safely. Inspection showed major internal damage to structure of wing. Just lucky I guess that all held together. As I have said prior, I'd rather be lucky than good ) Of course both are better than only one. I had the misfortune to have to do the temporary repairs on a friend/client's T-28 at an airshow a few years ago. Struck an egrett during a high speed pass at the show. It took me over 5 hours to remove all the bits and pieces of the bird that we could from in front of the main spar and from out of the small lightening hole in the spar that it went through. Three months later when we did an annual on the a/c, we still were finding bird parts all through the airframe. To this day, I still don't know how some of the feathers and skin found there way into the beacon on the top of the vertical fin..... Craig C. |
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Larry Dighera wrote: From your bird-strike account, it would seem like the smart thing to do when a bird-strick is imminent is to climb rather than dive. One article I read last year (I believe it was in AOPA Pilot) said that most birds dive when startled. One or two species (they were mentioned in the article) don't do this, but I don't remember which. Maybe gulls. George Patterson The optimist feels that we live in the best of all possible worlds. The pessimist is afraid that he's correct. James Branch Cavel |
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On Thu, 10 Jul 2003 21:27:55 -0400, "G.R. Patterson III"
wrote in Message-Id: : Larry Dighera wrote: From your bird-strike account, it would seem like the smart thing to do when a bird-strike is imminent is to climb rather than dive. One article I read last year (I believe it was in AOPA Pilot) said that most birds dive when startled. The AIM mentions another phenomenon: 7-4-2. Reducing Bird Strike Risks d. When encountering birds en route, climb to avoid collision, because birds in flocks generally distribute themselves downward, with lead birds being at the highest altitude. One or two species (they were mentioned in the article) don't do this, but I don't remember which. Maybe gulls. This AOPA article implies that birds always dive: http://www.aopa.org/members/files/to..._overview.html Don't fly beneath a flock of birds. When birds sense danger in the air they have a tendency to dive. If you are approaching a flock of birds you should ALWAYS pitch up. [Emphasis added] This may have been the article you saw; it is a bit more ambiguous: http://www.aopa.org/members/ftmag/ar...m?article=3712 August 2000 Instructor Report Heard About The Bird? Sharing The Air Sharing the air with birds is a great thing, except when aircraft and birds try to occupy the same space at the same time. Usually that is a lose-lose proposition. In flight training, bird avoidance may not seem like a high-priority item, and yet there is enough evidence to suggest that CFIs and students should have at least a passing discussion about why it's good to avoid birds. Reportedly, a CFI and student were cruising at 1,500 feet when they were approached by a flock of 10-pound turkey buzzards. The landing lights on their Piper Warrior were turned on, and most of the flock turned sharply left and dived. But one confused avian turned right and collided with the Warrior's stabilator. There was a loud bang followed by some vibration. The instructor declared an emergency and landed uneventfully at a nearby airport. The bird was not recovered and presumably fared less well than the airplane. Bird strikes, while not considered a big issue for light general aviation aircraft, have been responsible for some major accidents and more than 300 fatalities since the age of flight began. According to an FAA study, more than 16,000 collisions occurred during a recent seven-year period over the United States, Puerto Rico, and the U.S. Virgin Islands. Nearly 80 percent occurred less than 1,000 feet above the ground, but some high fliers have encountered flocks of birds at altitudes exceeding 20,000 feet. Some of the physics of a bird encounter may pique your interest. An FAA flight standards district newsletter mentions that hitting a two-pound seagull - the type of bird most likely to be involved in a bird strike - at a speed of 120 mph results in an impact force of 4,800 pounds. Jets have a much bigger problem. An impact at 600 mph results in a force of more than 35 tons. Frequently, jet engines will be severely damaged or fail as the result of a strike. The U.S. Air Force suffers millions of dollars of losses each year as well as periodic fatalities caused by bird strikes involving high-speed aircraft. The engine of a propeller-driven aircraft is seldom harmed. The danger comes from broken windshields or structural damage to wings or empennage. The danger of a bird joining you in the cockpit should not be underestimated. A firsthand account comes from a Cessna 172 pilot: "With explosive suddenness, the windshield shattered, air rushed in, and my door blew open. There was a thud against the back of my seat, and the noise rose to deafening levels. With increased drag we quickly lost airspeed and altitude." One of the most likely places to encounter birds is the airspace around airports. Airports are occasionally located adjacent to dumps. This is considered an incompatible mix as birds are attracted in large numbers to garbage and thus pose a hazard to arriving and departing aircraft. To help, FAA has published Advisory Circular AC 150/5200-33 to provide guidance to communities and airport managers. For pilots, the Air Force Bird Aircraft Strike Hazard Team (BASH-I'm not making this up) and FAA's Aviation News from January 1996 offer this guidance for avoiding bird strikes: Avoid low altitude flight as much as feasible to reduce the risk of a strike. Strikes are most likely in August, September, and October - particularly in migratory flyways. These tend to be the larger birds. Keep a lookout, just as you would for other flying objects. Dawn and dusk are the times with the highest probability of a bird encounter. Turn on landing or recognition lights. This helps birds see oncoming aircraft. Plan to climb. Birds almost invariably dive away, but there are exceptions. Slow down. This will allow birds more time to get out of your way and will lessen the impact force if you do hit one. If a collision seems likely, duck below the glareshield to avoid being hit by the bird and flying plexiglass. Advise passengers to do the same. Protect your eyes and head. If a collision occurs, fly the aircraft first. Assess the damage and decide whether you can make it to an airport or you should make an off-airport landing. Declare an emergency - it doesn't cost anything. Even if no damage is visible, divert to the nearest airport and have a mechanic look at the airplane. There are likely to be some aerodynamic modifications that do not have FAA approval. For more information on bird strikes, see the FAA's bird strike page ( www.faa.gov/arp/pdf/strkrpt.pdf ), AOPA's bird strike pamphlet (www.birdstrike.org ), and the joint FAA/USDA Web site (www.faa.gov/ arp/pdf/manfin.pdf ). Bruce Landsberg is executive director of the AOPA Air Safety Foundation. And more info: http://www.aopa.org/members/ftmag/ar...fm?article=885 June 1996 Features Avoiding Bird Strikes Understanding Our Feathered Foes We were cruising along the coast at 1,500 feet when a gray speck suddenly emerged from the haze and blossomed in front of the windscreen. A quick bank, and the migrating goose sped harmlessly over the wing. "Have you ever wondered why birds fly backwards up here?" my friend asked, making light of the near miss. "It's just one of the mysteries of aviation," I countered. Although we joked about the situation, midair collisions are not a laughing matter-even if the other "flying machine" has flapping wings. Pilots and airport operations crews have battled for decades with birds over rights to the local airways, runways, and taxiways. Every time a bird and airplane collide, a death occurs. Birds usually fare the worst, but sometimes the encounter is just as deadly for those in the aircraft. Bird strikes date to the dawn of aviation. The first fatality was recorded April 3, 1912, when Galbrath Rogers hit a sea gull in his Wright Flyer off the California coast. Newspaper accounts claimed Rogers crashed and drowned. Encounters with birds have grown more frequent and deadly as airplanes have increased in number and speed. According to a recent report, more than 2,000 bird strikes are reported in the U.S. each year, and that figure represents only about half the total incidents. While we can't equip birds with transponders or teach them to follow ATC instructions, there are ways to mitigate the hazard. The process starts with an understanding of our fine feathered fliers. The Main Attraction Why do birds like airports? "Three major factors attract birds: food, protection, and nesting areas," says Laura Henze, a wildlife biologist with the U.S. Department of Agriculture's Animal Damage Control group, who has been providing technical assistance to airports and others with bird problems for 13 years. "For different species of birds, the specifics will vary. Gulls and blackbirds will be attracted to different habitats to fill these same three needs." Food is the problem at Connecticut's Groton-New London Airport. Its 410 acres are bordered on three sides by water, the source of a plentiful supply of sea-gull food (shellfish is the main attraction). At low tide, the birds snatch clams, mussels, and oysters from the flats and drop them on the runway to crack them open. Then they land for dinner. The feeding and nesting habits of gulls all too often impair operations at airports like Groton. In fact, about 30 percent of all reported U.S. bird strikes involve gulls. But at Groton, there's a unique twist. "These birds haul in oyster shells attached to rocks the size of your fist, and drop them on the runway," says airport manager Gary Schmid. If the idea of dodging a gull worries you, imagine the impact of a fist-sized stone. Inland airports near landfills have similar problems, because, Henze says, gulls are also fond of landfill food. But the availability of food is not the only airport attraction for gulls. They also like areas with short grass where they can sit and see for a distance. In the early morning, gulls often sit on the runway to take advantage of its warmth. During cloudy, rainy weather and overcast conditions, sea gulls may find more shelter at the airport than they do along the shore. No matter how you look at it, airports and runways are prime residential real estate for gulls. While gulls cause many of the bird problems at airports, they are not alone. Predatory birds such as hawks and owls prefer areas with tall grass, which harbor rodents and insects. "If an airport has tall grass," says Henze, "expect a lot of grasshoppers, and a lot of Kestrels." Airport hangars attract other birds. "Some airports have large starling roosts in winter," notes Henze. "Entering through tiny holes, they roost in the rafters. When these birds come out, large flocks can fly across the runway." Antennas, wires, and other structures form perches from which various species of birds can survey the area for food and predators. The bottom line is that virtually all airports are likely to attract birds. The severity of the problem fluctuates with time of day and season of the year. Moving Targets Migrating birds create a major hazard. Twice a year, birds around the world fly to warmer, more hospitable regions. In some areas, the problem is accentuated by geography, which forces mass migrations over small land bridges. "The problem in Israel is monumental," says Mike Amir, a former Israeli fighter pilot. "Birds migrating from Europe to Africa can't cross the Mediterranean Sea, so they funnel around the eastern shore through Israel. Millions of birds pass through our airspace on these twice-yearly migrations. The problem became so severe that we were losing more airplanes from bird strikes than we lost from all the wars combined." To combat the problem, the Israelis carefully studied the behavior of migratory birds. Using motorgliders, researchers followed migrating birds on their travels through Israel, mapping the routes and noting the dates, times, and altitudes of various species. "Based on these data," says Amir, "we restrict pilots from flying in certain areas and at specific altitudes when the birds are migrating. For some species, we know the specific dates when we need to avoid certain areas." Although not as dramatically, the U.S. military also loses airplanes to bird strikes, particularly during low-level maneuvers and training missions. Like Israel, the U.S. has studied the movement of birds, especially migratory waterfowl. "We try to minimize bird strikes by knowing where and when birds will fly," says Gene LeBoeuf of the U.S. Air Force's Bird Aircraft Strike Hazard (BASH) team. "The BASH program's objective, like the Israeli efforts, is to reduce the potential of bird strikes. We have a computer model based on historical movement of waterfowl. Al-though it doesn't cover all species, it gives us a good indication. If birds are expected to move through an area, we try to avoid it, especially if we're planning high-speed low-level maneuvers, where there's little room for error." The Danger Zone Humans often think birds are small and fragile-hollow bones with a feathery covering. But the packaging is deceptive. Even small birds can cause substantial aircraft damage. Hitting a 2-pound gull at 200 kts can have an impact force of around 8,000 pounds. The record speaks for itself. A Cessna 210 struck an eagle, rupturing a fuel tank and jamming a control cable. A Cessna 185 hit a bald eagle, bending the wing strut and horizontal stabilizer. A Beech Skipper on takeoff collided with a hawk and damaged the wing beyond repair. A windscreen strike is perhaps the most serious problem for a general aviation aircraft. Because the impact dissects the bird into basic flesh and fluid, visibility is often obscured (if the windscreen is intact), which makes landing a tricky proposition. If the windshield fails, everything is up for grabs. "Windscreens of transport category aircraft are designed to prevent bird penetrations, but that's not true for small aircraft," LeBoeuf says. "Their windscreens simply aren't designed for bird impacts, and birds will come right through them." Ducking the Problem While knowing when and where birds are likely to fly is a key way of avoiding bird strikes, they can happen virtually anywhere, anytime. They have been documented in every state and in every month. Early morning and dusk are the most likely times for a bird strike. "They often feed first thing in the morning, and just before nightfall," LeBoeuf says. Most bird strikes occur at lower altitudes; only 7 percent of reported bird strikes happen above 3,000 feet AGL. "The highest documented bird strike occurred at an altitude of 37,500 feet when a griffin's vulture was struck by a Boeing 737," LeBoeuf says. "This was a very unusual case. The bird was probably taken to altitude in a thunderstorm." The greatest percentage, (77 percent), of strikes occur below 500 feet, with 63 percent of all reported strikes occurring between 100 feet AGL and the ground. Eighty-eight percent of all reported strikes happen during approach, landing, and takeoff. With these points in mind, pilots should be especially cautious during early morning and evening departures and arrivals. If you see birds on or near the runway, call the tower and ask to have the birds cleared from the area. Even at noncontrolled airports, operations personnel can usually scare birds off for arriving or departing aircraft. Groton's Schmid warns, "You don't want to taxi out and maneuver around birds, thinking you'll scare them off when you run up the engine. Often they just sit there and stare at you. They've been around airplanes too long to consider them a threat." LeBoeuf notes that close to the ground, a bird's first response to danger may be to get some air under its wings. When you are on takeoff or landing, birds may become airborne just as you approach, creating an even more hazardous situation. If you encounter birds at altitude, the general recommendation is to pull up because the bird's typical reaction is to dive. Birds can usually spill air and lose altitude faster than they can climb. Although birds are more active in the early morning and toward dusk, don't lower your guard at other times. Nearly 25 percent of reported bird strikes occur at night. Some birds, such as owls, are more active at night. "Many waterfowl, such as geese, migrate at night," notes Henze, "posing a serious threat to pilots." LeBoeuf agrees, citing an example. "A Cessna 172 was flying over Fort Meade, Maryland, one night and lost its windscreen when it hit a flock of ducks at 1,800 feet. The new opening became a wind scoop real fast, and the pilot had to use full power to stay in the air. He landed at Fort Meade without a clearance, but at least he lived to tell about it." Other factors can influence bird movement, increasing the chances of encounters during various times of day. "Birds are often active around weather fronts," says LeBoeuf. "Ducks love to migrate south behind a moving front. It's a free ride." Schmid adds, "Our worst hazards are at low tide, when the birds can feed on the mussels, clams, and oysters." Checking tide tables might be as important as a thorough weather briefing at coastal airports. Something Fowl in the Air Migratory waterfowl are almost twice as likely as other birds to cause damage because of their large size and weight. According to the Aeronautical Information Manual, ducks and geese are frequently seen at altitudes up to 7,000 feet. While the sophisticated computer models the military uses to predict migratory waterfowl movement aren't available to most pilots, some general rules apply. Statistics show that most bird strikes occur between July and November, with September being the peak month. Bird populations are greatest in late summer and autumn, and many of the migrating birds are young and inexperienced. One primary migratory route follows the eastern coast of the U.S. Consequently, many coastal cities and airports experience migratory bird problems in the spring and fall, says Henze. "Coastal airports such as Boston and Naval Air Station South Weymouth have major problems with migrating swallows, whereas airports farther inland don't seem to have as much trouble." The AIM identifies three more major U.S. migratory flyways. The Mississippi Flyway extends from Canada through the Great Lakes and along the Mississippi River. The Central Flyway extends from central Canada through a broad area east of the Rockies and into Central America. The Pacific Flyway follows the Pacific coast. While the major flyways are the birds' primary routes, numerous smaller routes exist throughout much of the country. Rivers, for example, are often migratory routes. Pilots should be especially wary of bird encounters along coastal areas, near large bodies of water such as lakes and reservoirs, and around marshes and wetlands because these areas are often stopping points for migrating birds. Remember that the recommended minimum 2,000-foot AGL altitude for overflying wildlife refuges, national seashores, scenic river ways, and other areas depicted on sectional charts is there to protect you as much as to protect the wildlife. Airports Strike Back Reducing the potential for bird strikes at an airport involves several strategies, Henze says. The first step is habitat management-making the airport as unattractive to birds as possible. "Cutting grass to the proper height to discourage problem birds is often an important control measure. If gulls are the problem, keep the grass 10 to 14 inches high so they can't see over it. If birds of prey are the problem, keep the grass about 6 inches to discourage rodents, and remove any unnecessary posts, fences, or trees that predators use as perches. Netting suspended beneath rafters will prevent birds from roosting in hangars." The next step is to harass or frighten the birds. One method is to play bird distress-call tapes over loudspeakers. Pyrotechnic devices, propane cannons, sirens, whistles, decoys, shotgun blasts, and even radio-control model airplanes have been successful in frightening birds from airports and nearby landfills. Keeping bird harassment effective, however, requires constantly changing your methods because birds become accustomed to the warnings. "After a while, they know there's no real threat," says Schmid. "When birds get used to shotgun blasts, we chase them with a vehicle. When that stops working, we use sirens." The final step is lethal control, an option that requires a U.S. Fish and Wildlife Service permit. If the birds refuse to move or ignore scare tactics, the only option may be to kill a few. "That reminds them what the noises mean," says Henze, "and reinforces the proper response to warning signals." Reporting the Problems Communication is, perhaps, the most important part of bird-strike avoidance. Pilots should check for NOTAMs regarding bird activity, especially during migratory seasons. "We have a standing FDC NOTAM warning pilots of birds on and in the vicinity of the Groton airport," says Schmid. "Some airports post warnings only at certain times of the year, but we run ours all the time. Literally, whenever we have a low tide, we're going to have a problem." Anytime pilots see birds flying in the area, deer standing on the runway, coyotes chasing rabbits, or other potentially hazardous wildlife, they should advise the airport operator and/or tower. When reporting bird activity, include the location, type of bird, approximate numbers, altitude, and direction of travel. This helps ATC provide warnings to other pilots. Pilots should also report bird activity to other aircraft at uncontrolled airports. Formal notification is also important. Pilots are encouraged to file incident reports (FAA Form 5200-7, Bird Strike Incident/Ingestion Report, is in the AIM) anytime they have an encounter with a bird. "Even if you came close, or just think you hit one, fill out the form and send it in," LeBoeuf urges. "Make as much noise as possible so that everyone is aware of the problem. Unless we can show a real danger, we can't address the concerns of the Humane Society, the Fund for Animals, and other animal rights groups. Our job is easier when pilots identify problems and report strikes to the proper agency." The problem of bird strikes isn't likely to go away. Birds have been flying a lot longer than we have, and they will probably be here long after we're gone. "We'll never solve the problem completely," LeBoeuf says, "but with the proper attention, we can minimize the risk." Bird strike avoidance tips When at low altitude, or approaching an area where bird encounters are likely, slow the aircraft as much a practical. Remember that the impact energy increases with the square of the velocity, so an impact at high speed is much more damaging than one at low speed. Avoid taking off when birds are on the runway. They may not sense danger until you are too close, and then become airborne just ahead of you. Use the defroster to heat your windshield in cold weather. A warm windscreen is less brittle than a cold one, and less apt to break on impact. Avoid flying over areas where birds congregate, such as wetlands, cultivated fields, and landfills. Gulls are known to circle landfills at altitudes of more than 1,000 feet. Steer clear of large bodies of water such as lakes and reservoirs, marshy areas, and wildlife refuges because migratory birds often stop at them. When approaching uncontrolled airports early in the morning, fly over the airport (well above pattern altitude) to check for flocks of birds. For an early morning departure, keep looking for birds on or near the runway. If necessary, taxi down the runway to check for birds and try to scare them away, or select another runway. The FAA recommends pilots turn on their lights while operating in areas where birds are likely. Evidence suggests that bright lights may help birds see and avoid airplanes. Check NOTAMs for bird activity near airports, take appropriate precautions. Keep a pair of shatterproof glasses or goggles in the cockpit and use them whenever departing or arriving at airports where birds congregate. Yet more info: http://www.aopa.org/members/files/topics/wildlife.html |
#9
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Big John wrote in message news:d
The wing on theT-28 'A' model met specs but was not supper strong. (I did some of the service test on it). We had to watch students or they would wrinkle the wing when out solo. Was 'your' bird a 'A' or 'B'? Probably a 'B' (Navy version)? I've seen very few 'A's' in the civilian market. That two bladed Aero Products Prop and 7 Cyl 900 HP engine on 'A' was a bummer. This one started life as a B model. Had the big engine and the three blade prop, tall canopy. Had a documented histroy with the Blue Angles, but the owner *just had to have* it painted up in Lexington colors and markings... The bird strike was right between ribs 3 and 4 or 4 and 5 on the right wing. Never could figure out how it got through the prop without touching it....Only thing we couldn't fix at the time was the phenolic tube that ran out the wing in front of the spar. Last time I saw the airplane, and that's been a few years, you could still get a whiff of stentch in the cockpit after it had been closed up for a few days. BTW..what part of Astro city are you in? I lived out where Beltway 8 is now. West Belt road was the western city limit when we moved there in '65. Craig C. |
#10
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Craig
Big canopy? The preproduction birds I flew at Edwards had the original BIG TALL canopy. Like sitting in a glass circus tent. Was a foot or more over your head. Flying with it gave you a headache as the big wide prop blades each threw a big chunk of air back on canopy and gave what was called a two 'P' vibration. Was like flying inside a bass drum. Edwards took a three bladed prop off a C-131 and cut down to the correct diameter to fit the 900 HP engine in 'A'. This stopped the pounding in the cockpit but Aero Products had made and delivered their whole contract (500+/- props) which were stored in a warehouse and AF didn't want to throw away (that money). Alternate solution was to cut the canopy down (about 6-8 inches as I recall). They should have dumped the Aero Products and put three bladed props on. Smooth engine, less pounding in cockpit, no crankshaft breaking at prop hub, etc. I have between 300-400 hours in 'A' bird. Could have opted for the 'B' in Panama (605th Air Commando Sq) but figured the A/B-26K would be more fun. Glide bombing, strafing, rockets, etc. Same configuaration (K version) they flew on 'trail' in VN. When Navy bought bird ('B') most of the basic 'bugs had been cleaned up by AF ( I live just off Memorial Drive between Toll Road (Sam Houston Parkway ex Westbelt) and Wilcrest. We were pretty well out west when we bought (1972) but now they are tearing the houses down to get the land and building million dollar homes around us (makes my 3000 sq ft with pool look like the poor boy on the block ( I-10 is being expanded to 10-12 lanes (just started) over the next 5 years. Will be just as crowded when finished as it is now ) The T-28 was one of the first A/C designed to minimum structural criteria to meet specs. Prior A/C through the years had been over designed as engineers didn't want anything to break. With the design change (to reduce weight and give better performance) the birds were designed light and flown. As things broke during test (Edwards), only those items were beefed up before birds went to units. This ended up giving you a best weight to performance bird. All (at least military aircraft) are designed this way now. Of course with computers they are now better able to design close to optimum weight/strength first time. Hope some of these rambles about history help those building and flying homebuilts understand how things went along through the years since the Wrights. My grand son is going to make his first 'dual' parachute jump this afternoon. Waiting to hear how it went. Big John ----clip---- This one started life as a B model. Had the big engine and the three blade prop, tall canopy. Had a documented history with the Blue Angles, but the owner *just had to have* it painted up in Lexington colors and markings... The bird strike was right between ribs 3 and 4 or 4 and 5 on the right wing. Never could figure out how it got through the prop without touching it....Only thing we couldn't fix at the time was the phenolic tube that ran out the wing in front of the spar. Last time I saw the airplane, and that's been a few years, you could still get a whiff of stench in the cockpit after it had been closed up for a few days. BTW..what part of Astro city are you in? I lived out where Beltway 8 is now. West Belt road was the western city limit when we moved there in '65. Craig C. |
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