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#1
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Antique Airplane Checkouts
There is more to flying antique airplanes than manipulating the controls
and taking off and landing. There is also knowledge of the peculiarities of the type, make and model. The idiosynchrasies of starting, operating and shutting down the engine; hand propping, fueling and securing the aircraft. These are things which are not spelled out by insurance requirements or the FAA. They are not things the typical instructor can impart in minimum mandated insurance requirements. Pilot knowledge varies greatly and even setting a minimum number of flight hours does not mean that a given pilot is capable of safely beginning or even completing a given flight. Sadly, that lesson was brought home this morning when an aircraft I fly was badly damaged by a pilot who was recently checked out in the aircraft and met all the "legal" requirements. |
#2
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Okeedokee. Did you hit Post a little early?
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#3
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"Ben Hallert" wrote in message oups.com... Okeedokee. Did you hit Post a little early? Yea, that 152 Q-Tip prop fell and hit his send key. |
#4
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"john smith" wrote in message
... There is more to flying antique airplanes than manipulating the controls and taking off and landing. There is also knowledge of the peculiarities of the type, make and model. The idiosynchrasies of starting, operating and shutting down the engine; hand propping, fueling and securing the aircraft. These are things which are not spelled out by insurance requirements or the FAA. They are not things the typical instructor can impart in minimum mandated insurance requirements. Pilot knowledge varies greatly and even setting a minimum number of flight hours does not mean that a given pilot is capable of safely beginning or even completing a given flight. Sadly, that lesson was brought home this morning when an aircraft I fly was badly damaged by a pilot who was recently checked out in the aircraft and met all the "legal" requirements. John, How about some more details. Is the pilot OK? What type of antique aircraft? -Greg B. |
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"The idiosynchrasies of starting, operating and shutting down the engine;
hand propping, fueling and securing the aircraft." And this is different from any other airplane, how? |
#7
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different from your typical 172 or Warrior...
1. Hand Prop from front or behind the prop? 2. Hydraulic locking of cylinders? 3. Greasing the Rocker arms every 10 hours? 4. How to keep you googles from frosting over? 5. scavanging the oil from the Crank case before shut down? 6. oil dilution 7. Mechanical Brakes or heel brakes. 8. How to keep moisture from damaging you wood prop. 9. Wind driven generators 10. Adverse yaw This is my quick list of 10 thing different in no particular order. I am sure that are many more. Brian CFIIG/ASEL |
#8
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We had a bad accident here in Minneapolis in front of a large crowd in
the 70s when a replica Curtiss Robin (?) stalled after takeoff, spun in & crashed killing one and badly burning another. As I recall the pilot was the local air guard commander who rebuffed local antiquers efforts to tell him how to fly old airplanes. He had a lot of multi-turbine time but only a fresh single engine rating. There was nothing found wrong with the airplane. |
#9
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Jeff wrote: "The idiosynchrasies of starting, operating and shutting down the engine; hand propping, fueling and securing the aircraft." And this is different from any other airplane, how? Jeff, It is true that every airplane, both as types and as individual examples, have quirks and idiosyncrasies. It's been my experience, however, that the Stearman I've been fortunate enough to fly for the last 12 months is absolutely full of 'em. The Decathlon is, in comparison, a cake walk. YMMV. Dave Russell N2S-3 |
#10
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Brian wrote:
4. How to keep you googles from frosting over? I wear long johns when it's cold. That does it pretty well. :-) George Patterson Give a person a fish and you feed him for a day; teach a person to use the Internet and he won't bother you for weeks. |
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