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#11
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At 80 years old, Yeager may have to take a hard look at whether or not
age is cutting into his abilities. A friend of mine is 82, and recently quit flying after he "found myself chasing after the airplane instead of flying it." Nothing worse than having to deal with the effects of aging on something you absolutely love to do. It's a shame. I remember when I had to take my Father's car keys away after a series of fender-benders. He was devastated at the loss of his independence, despite the fact that someone was always there to drive him anywhere he wanted to go. It was heart breaking to do it, but the alternative was worse. Even great pilots like Chuck Yeager reach a point when it's time to curtail flying or fly less demanding types. I'm glad he and his wife were no worse for the wear. My regards, Widewing (C.C. Jordan) http://www.worldwar2aviation.com http://www.cradleofaviation.org |
#12
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** Report created 10/3/2003 Record 3 ** IDENTIFICATION Regis#: 28310 Make/Model: T6 Description: T-6, AT-6, BC-1, SNJ, TEXAN, HARVARD Date: 10/02/2003 Time: 1930 Event Type: Incident Highest Injury: Minor Mid Air: N Missing: N Damage: Unknown LOCATION City: CLAYTON State: GA Country: US DESCRIPTION AFTER LANDING AT HEAVEN'S LANDING (PVT), THE ACFT RAN OFF THE RUNWAY. CLAYTON, GA INJURY DATA Total Fatal: 0 # Crew: 1 Fat: 0 Ser: 0 Min: 1 Unk: # Pass: 1 Fat: 0 Ser: 0 Min: 1 Unk: # Grnd: Fat: 0 Ser: 0 Min: 0 Unk: WEATHER: RELAYED AS SEVERE CLEAR OTHER DATA Activity: Pleasure Phase: Landing Operation: General Aviation Departed: GA62 Dep Date: Dep. Time: Destination: UNKN Flt Plan: NONE Wx Briefing: N Last Radio Cont: NONE Last Clearance: NONE FAA FSDO: COLLEGE PARK, GA (SO11) Entry date: 10/03/2003 FMI: www.heavenslanding.net, www.aviationautographs.com Email This Article to a Friend Link to this Article Discuss This Topic -------------------------------------------------------------------------------- More Top News Headlines: 10/04/2003 Cameras Could Be Next Step In Commercial Aviation Security Hail To The Champion FAA Reopens Comment Period On Proposed Twin Cessna ADs FAA To Talk Fractional Ownership With NBAA AOPA: Proposed Restricted Area Near Harrisburg 'Excessive' Arctic SAREX Attracts Americans, Russians NATA Reviews Critical Issues With Washington Aero-News Quote Of The Day (10.04.03) 10/03/2003 Chuck Yeager Involved In Landing Mishap Boyer Takes on Mineta: 'GA Needs Better Representation' Practicing to Shoot Down US Airliners What's FAA Going to Do? Klyde Morris 10.03.03 Skill and Bravery Rewarded With Kincheloe Award Aero-News: Quote of the Day (10.03.03) Weather Guru Crossing Country To Teach 'Critical Flying Skills' SMART-1's Ion Engine Fired Successfully Rough Landing For Con Air Ethiopian Airline Jet - Small Fire at Dubai Airport NASA: Maybe a Year Before Next Shuttle Flight Boeing's Third Quarter Shows Signs of Steadying NTSB Brings Sobering News NATCA President John Carr Still Complaining Oklahoma Wants Boeing, Bad ANN Free Classifieds Featured Ad: Piper Seneca II Corporate Tax Overhaul Could Aid Aero-Biz New Tools For Aircraft Risk Traders, Risk Managers And Investors Upgraded: Sebosesco Machobane -------------------------------------------------------------------------------- Daily Survey Burt Rutan Is Glide-Testing SpaceShipOne... Want to Fly It? » No Way... Too Risky For Me » Not Sure Yet » Maybe After It Flies For A While » Anytime, Anywhere! Hey Burt, I Wanna Go! Get The News by Date: Range Now Yesterday Past Week Past Month The Following Date Range: From To: Category Top News Aerospace News Commercial Airline News Commercial Biz-Av News Feature Stories News General Aviation News Military News Sport Aviation News Article Display: Yes, it was a T-6. The accident report is shown in the Aero-News story: http://tinyurl.com/pot6 or: http://www.aero-news.net/news/genav....ecde&Dynamic=1 all the best -- Dan Ford email: www.danford.net/letters.htm#9 see the Warbird's Forum at www.warbirdforum.com and the Piper Cub Forum at www.pipercubforum.com |
#13
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Victoria? I thought his wife's name was Glennis ... Glennis died many years ago. |
#14
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On Fri, 03 Oct 2003 15:28:16 GMT, "Dudley Henriques"
wrote: If it WAS a T6, as you already know I'm sure, the ole' Tex can bite you in the butt in an instant if you get distracted by ANYTHING at all during the rollout after landing. It will be interesting to find out exactly where during the rollout this occurred. My bet would be on the low end of the speed bleed as the airplane was slowing down after touchdown. There's a "point" during the rollout in a T6 where the rudder goes south on you and you damn well better be ready with some fast feet if the wind is blowing across the runway !! I'm sure you have more time in the SNJ than I have, but ever since I went through Navy basic in one, I've thought of it as a pretty docile airplane. Kids who had never been in an airplane were soloing it in about 12 hours, so it couldn't have been very difficult to fly or land; and if there were any groundloops while I was there, there were so few of them I have no memory of them. Perhaps it was because we learned to three-point it. In fact, our instructors were happiest if we "one-pointed" it, with the tail wheel hitting first. vince norris |
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Glennis was also his ex-wife when she died, IIRC.
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"vincent p. norris" wrote in message ... On Fri, 03 Oct 2003 15:28:16 GMT, "Dudley Henriques" wrote: If it WAS a T6, as you already know I'm sure, the ole' Tex can bite you in the butt in an instant if you get distracted by ANYTHING at all during the rollout after landing. It will be interesting to find out exactly where during the rollout this occurred. My bet would be on the low end of the speed bleed as the airplane was slowing down after touchdown. There's a "point" during the rollout in a T6 where the rudder goes south on you and you damn well better be ready with some fast feet if the wind is blowing across the runway !! I'm sure you have more time in the SNJ than I have, but ever since I went through Navy basic in one, I've thought of it as a pretty docile airplane. Kids who had never been in an airplane were soloing it in about 12 hours, so it couldn't have been very difficult to fly or land; and if there were any groundloops while I was there, there were so few of them I have no memory of them. Perhaps it was because we learned to three-point it. In fact, our instructors were happiest if we "one-pointed" it, with the tail wheel hitting first. vince norris I would respectfully disagree with you on this assessment of the T6. Although it's true that any competent pilot flying this airplane on a steady basis should be able to handle it with no particular problems; and it's not a particularly difficult airplane to fly; the aircraft itself was designed to require an "extra" amount of attention from it's pilots in preparation for transition into higher performance singles. Part of this "extra attention" comes in the form of being able to handle an extremely narrow gear spread on the ground; coupled with a fairly long arm fuselage going back to the tailwheel. I've given about 700 hours of dual in T6's. I've seen this airplane bite more than one pilot with what I would call "ample" abilities. :-)))) The problem occurs in roll out as the speed bleeds down past rudder effectiveness when a sizable crosswind component is present. This in itself isn't a particular problem if the pilot is literally "on his toes" :-) but can easily be the cause of the airplane getting ahead of you in swerve if you get caught napping. If this happens, you can have a real handful of airplane REAL FAST!!!! In fact, the inherent trait of the T6 to get ahead of an unwary pilot on landing in these conditions was great enough that we paid even greater attention to it on checkouts than the 51 on landing; where the 51's wide gear spread contributed to much greater straight ahead tracking. In our business we had a motto. If you could handle the T6 from the back seat on landing on a narrow hard surfaced runway, you should be a breeze in the Mustang. I believe with my experience as a checkout pilot in this airplane that I could make a very good case for the argument that postulates that the good safety record you are referring to for the T6 can be directly tied to a superior checkout program in this airplane, given by VERY good instructors. Remember, even back in the old days, either in the Navy with the SNJ or the AirForce with the T6.....you didn't touch a T6 until you had gotten passed primary and they felt you could handle the airplane. Also remember that when you got there, although you had passed primary ok, you were just BEGINNING with the AT6. That's why thay call the airplane th AT6! AT standing for "Advanced Trainer" :-)) Dudley Henriques International Fighter Pilots Fellowship Commercial Pilot/ CFI Retired For personal email, please replace the z's with e's. dhenriquesATzarthlinkDOTnzt |
#17
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Glennis was also his ex-wife when she died, IIRC. Think you might want to check your facts. Glennis passed awy in December 1990 from cancer and she was not an ex. |
#18
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"Dudley Henriques" wrote in message hlink.net...
"vincent p. norris" wrote in message ... On Fri, 03 Oct 2003 15:28:16 GMT, "Dudley Henriques" wrote: If it WAS a T6, as you already know I'm sure, the ole' Tex can bite you in the butt in an instant if you get distracted by ANYTHING at all during the rollout after landing. It will be interesting to find out exactly where during the rollout this occurred. My bet would be on the low end of the speed bleed as the airplane was slowing down after touchdown. There's a "point" during the rollout in a T6 where the rudder goes south on you and you damn well better be ready with some fast feet if the wind is blowing across the runway !! I'm sure you have more time in the SNJ than I have, but ever since I went through Navy basic in one, I've thought of it as a pretty docile airplane. Kids who had never been in an airplane were soloing it in about 12 hours, so it couldn't have been very difficult to fly or land; and if there were any groundloops while I was there, there were so few of them I have no memory of them. Perhaps it was because we learned to three-point it. In fact, our instructors were happiest if we "one-pointed" it, with the tail wheel hitting first. vince norris I would respectfully disagree with you on this assessment of the T6. Although it's true that any competent pilot flying this airplane on a steady basis should be able to handle it with no particular problems; and it's not a particularly difficult airplane to fly; the aircraft itself was designed to require an "extra" amount of attention from it's pilots in preparation for transition into higher performance singles. Part of this "extra attention" comes in the form of being able to handle an extremely narrow gear spread on the ground; coupled with a fairly long arm fuselage going back to the tailwheel. I've given about 700 hours of dual in T6's. I've seen this airplane bite more than one pilot with what I would call "ample" abilities. :-)))) The problem occurs in roll out as the speed bleeds down past rudder effectiveness when a sizable crosswind component is present. This in itself isn't a particular problem if the pilot is literally "on his toes" :-) but can easily be the cause of the airplane getting ahead of you in swerve if you get caught napping. If this happens, you can have a real handful of airplane REAL FAST!!!! In fact, the inherent trait of the T6 to get ahead of an unwary pilot on landing in these conditions was great enough that we paid even greater attention to it on checkouts than the 51 on landing; where the 51's wide gear spread contributed to much greater straight ahead tracking. In our business we had a motto. If you could handle the T6 from the back seat on landing on a narrow hard surfaced runway, you should be a breeze in the Mustang. I believe with my experience as a checkout pilot in this airplane that I could make a very good case for the argument that postulates that the good safety record you are referring to for the T6 can be directly tied to a superior checkout program in this airplane, given by VERY good instructors. Remember, even back in the old days, either in the Navy with the SNJ or the AirForce with the T6.....you didn't touch a T6 until you had gotten passed primary and they felt you could handle the airplane. Also remember that when you got there, although you had passed primary ok, you were just BEGINNING with the AT6. That's why thay call the airplane th AT6! AT standing for "Advanced Trainer" :-)) Dudley Henriques International Fighter Pilots Fellowship Commercial Pilot/ CFI Retired For personal email, please replace the z's with e's. dhenriquesATzarthlinkDOTnzt =========== I was in pilot training class 56U. We flew the T6 in primary after about 14 hours in the PA-18. A lot of solo students joined the "garden club" by losing directional control on the landing roll. The first crash I ever saw was called a "rudder trim tab stall" in a T6. A student let the torque, lack of trim, and lack of nose down control get him on a go-around. He added power and his nose pitched up and left into a stall. We were at a little dirt strip at Castroville, TX standing about 50 yards from the crash. The plane was in bad shape, the student was unhurt. Gene Myers |
#19
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I'm sure you have more time in the SNJ than I have, but ever since I
went through Navy basic in one, I've thought of it as a pretty docile airplane. Kids who had never been in an airplane were soloing it in about 12 hours, so it couldn't have been very difficult to fly or land; and if there were any groundloops while I was there, there were so few of them I have no memory of them. Perhaps it was because we learned to three-point it. In fact, our instructors were happiest if we "one-pointed" it, with the tail wheel hitting first. vince norris I would respectfully disagree with you on this assessment of the T6. And I must respectfully disagree with you. You don't seem to have read my posting very carefully. an extremely narrow gear spread on the ground; I don't see how you can call it an "extremely narrow gear spread." It may have been narrower than that of a P-51, P-47 or SB2C, but was hardly "extremely narrow." The Bf 109 gear was "extremely narrow." The problem occurs in roll out as the speed bleeds down past rudder effectiveness You seem to be talking about wheel landings. I said we learned to land with the tail wheel solidly on the ground, and keep it there. Remember, even back in the old days, either in the Navy with the SNJ or the AirForce with the T6.....you didn't touch a T6 until you had gotten passed primary and they felt you could handle the airplane. Again, you don't seem to have read my posting. I said that kids WHO HAD NEVER BEEN IN AN AIRPLANE were soloing the SNJ in about 12 hours. I suspect that something quite unusual caused Yeager's accident. Perhaps a blown tire or a bad brake. vince norris |
#20
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"vincent p. norris" wrote in message ... I'm sure you have more time in the SNJ than I have, but ever since I went through Navy basic in one, I've thought of it as a pretty docile airplane. Kids who had never been in an airplane were soloing it in about 12 hours, so it couldn't have been very difficult to fly or land; and if there were any groundloops while I was there, there were so few of them I have no memory of them. Perhaps it was because we learned to three-point it. In fact, our instructors were happiest if we "one-pointed" it, with the tail wheel hitting first. vince norris I would respectfully disagree with you on this assessment of the T6. And I must respectfully disagree with you. You don't seem to have read my posting very carefully. an extremely narrow gear spread on the ground; I don't see how you can call it an "extremely narrow gear spread." It may have been narrower than that of a P-51, P-47 or SB2C, but was hardly "extremely narrow." The Bf 109 gear was "extremely narrow." The problem occurs in roll out as the speed bleeds down past rudder effectiveness You seem to be talking about wheel landings. I said we learned to land with the tail wheel solidly on the ground, and keep it there. Remember, even back in the old days, either in the Navy with the SNJ or the AirForce with the T6.....you didn't touch a T6 until you had gotten passed primary and they felt you could handle the airplane. Again, you don't seem to have read my posting. I said that kids WHO HAD NEVER BEEN IN AN AIRPLANE were soloing the SNJ in about 12 hours. I suspect that something quite unusual caused Yeager's accident. Perhaps a blown tire or a bad brake. vince norris Please feel free to disagree with me at any time. It's not a contest unless you make it one. I'll stand however with my opinion on the T6 if you don't mind, and allow you your opinion whatever that might be. All the best to you, Dudley Henriques International Fighter Pilots Fellowship Commercial Pilot/ CFI Retired For personal email, please replace the z's with e's. dhenriquesATzarthlinkDOTnzt |
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