I was chatting to the pilot tonight, I can tell you that he is one happy chap. In his words a chance of a life time.

Do they need a pilot for the way back? Have Multi Engine Piston rating with experince on Seminoles and Senecas. Willing to travel 😉 😀 😀

I think I can safely say NO. And that is for the simple reason that all the aircraft electric systems I know of, do not have the facilities to dump their production overboard. You can plug an external source into the system and power the aircraft, but you can not run an external source off the aircraft system.

On the other hand, turbine engines are, indeed, used for the application you mention. To name an example, we can take the PW-120 series turboprop engine used on aircraft like the ATR 42/72 and Fokker F27-Mk50. It was initially developed as an industrial turbine engine to power electric generators and oil pumps. That said, however, their configuration was rather different, with the generator being run of what later became the prop shaft as opposed to the assesory drive like on the aircaft engine. Obviously the generator hooked to the front of the engine could produce an awful lot more than the pathetic little thing hanging at the back of the engine.

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Wish you all the luck with your sponsor scheme.

If you have a data plate, then you have an original aircraft. Even if the rest is new built.

If you have an original aircraft, i.e. something that has not been touched since 1945, and it does not have a data plate, then it is almost worthless unless you can buy a dataplate off ebay to give it an identity. :rolleyes: :rolleyes:

Some years ago I was involved in reassembling an ‘airworthy’ Waco YKS bought from the states. When putting on one of the interplane struts, we were a bit surprised that it was the devil to fit, and the fittings in on the wing had about a 1/4 inch clearance on either side of the strut. We decided to investigate, and made a small hole in the fabric, only to find out that the front spar was broken in two, but had been bolted together with a aluminum plate about one and a half feet long. No mention was anywhere in the logs about any accident or the ‘repair’. When taking the rest of the fabric from the wing we found numerous broken ribs that had been ‘repaired’ in a non-airworthy manner. Ribs in all the other wings had had similar treatment.

First answer, is yes the CDI is independant from the course arrow and the TO/FROM flags (which are IIRC, hidden from view anyway, when an ILS frequency is tuned)

Answer two. When flying the hold, trippling the inbound drift correction when flying outbound is a good rule of thumb. But it is only a rule of thumb!

Point to point on flying on jets now-a-days is all done by the onboard computer (FMC/FMS or what ever the manufacturer calls it) Light aircraft would not be allowed to fly point to point (crossing airways and flying to a fix that is not a beacon) without being approved to do so with the installation of IFR certified GPS or RNAV radionavigation.

When flying an arc, no calculation is involved, just fly it 😀 You can use the FMC to help out, by drawing a the arc circle on your EHSI, but the antiqued equipment I’m flying can not fly it automatically in LNAV

Hope this helps!

Give it to me and I;ll stick her in the back garden, give her a fresh coat of paint and put some covers on.
Jay

The last time I saw this aircraft up close and personal, was in 2000. At that time it was a corroded mess, barely supporting it’s own weight. I’m sure it has got even worse since then. I’m afraid it needs a lot more than just a ‘coat of paint and some covers’ to be anywhere near presentable. A complete ‘data-plate’ rebuild with all new materials would be what is required to save this thing, even for static display purposes. You will never be able to get all the corrosion out with some ‘half-way house’ quick fix, and in a few years time it would crumble from internal corrosion.