Page 58 – Key Publishing

galdri

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October 19, 2004 at 11:25 am in reply to: Take off aborted as window opens #614857

galdri
Participant

The locking mechanisim of this window in the 73 is really not the most clever engineering feat of the aircraft. It is possible to have the window closed and APPARENTLY locked on the stand, only to have it fly open when power is applied during take off. Under 80kts, the correct thing to do is to abort the take off, but once above that speed, just continue and close the window in flight, which according to a checklist Mr. Boeing has provided for just such an occurance, is perfectly possible.

October 19, 2004 at 11:25 am in reply to: Take off aborted as window opens #685598

galdri
Participant

The locking mechanisim of this window in the 73 is really not the most clever engineering feat of the aircraft. It is possible to have the window closed and APPARENTLY locked on the stand, only to have it fly open when power is applied during take off. Under 80kts, the correct thing to do is to abort the take off, but once above that speed, just continue and close the window in flight, which according to a checklist Mr. Boeing has provided for just such an occurance, is perfectly possible.

October 5, 2004 at 11:20 pm in reply to: Brussels and Dixmuide #1408370

galdri
Participant

I didn’t think the JU88 HAD an underbelly pack?? It still looks to me like the underwing pack off one of the Focke-Wulf 190 variants.

Both the Ju88 C and S certainly had one, and I think the G had it as well. The gun pack is almost surely not from a FW-190, it does not have the correct shape to fit under the wing, it IS an underbelly gun pack!

October 5, 2004 at 10:24 pm in reply to: Brussels and Dixmuide #1408535

galdri
Participant

I spent a long time looking at the gunpack a couple of weeks back and in the end I came to the conclusion it was from a Ju88. The reasoning behind that is; it is german and it is an underfuselage pod. That would make it something from a twin (otherwise you will shoot off the fan), and from memory the only operational twin to carry under-fuselage gun pod, in any numbers, was the Ju88. If someone knows any better, I’m more than happy to stand corrected 😀

September 17, 2004 at 2:59 pm in reply to: Victory rolls #1438147

galdri
Participant

I always thought you HAD to use rudder for a roll?? :confused:

Not at all! All that is needed is aileron. If you use the tactic descriped above you can fly a passable ‘Aileron roll’ in anything! Even the Concord. That’s how they rolled the Concord on a test flight

September 17, 2004 at 12:42 pm in reply to: Victory rolls #1438213

galdri
Participant

Easiest way for victory rolls: Pich up about 25°, neutralize elevator (center) and apply full aileron in the desired direction. Watch the horizon wizz around. If you want to make it more difficault, try using rudder as well, it is how ever not mandatory for a decent roll

September 16, 2004 at 11:20 pm in reply to: Songs with specific aircraft in the lyrics #1438509

galdri
Participant

Sadly I do not remember the name of the groups name at the moment, but there was a song called Flight 19 (think). It was about the flight of Avengers lost off the Florida coast (in the Bermuda triangle). Listened to it a lot in my younger days.

September 16, 2004 at 11:06 pm in reply to: EGBO Eatery #435722

galdri
Participant

Then again I have found a nice looking ANTOV for the same sort of money, size matters, but I might be getting a little ahead of myslef dealing with ANTOVS.

What on earth is ANTOV? :confused:

September 16, 2004 at 7:31 pm in reply to: Bolt info needed #1438719

galdri
Participant

That’s very interesting AgCat. Would you happen to know when the change over from the A1 to the A25 specs took place?

Another thing. I’m having a blond moment 😮 What does peen-ing mean?

September 16, 2004 at 3:31 pm in reply to: Info on Lycoming O-235 #435747

galdri
Participant

As an afterthought, why don’t you go for Continental O-200. Roughly the same power, but a bit cheaper both to buy and operate. Expect half-live Continental at around $4000.

September 16, 2004 at 3:27 pm in reply to: Info on Lycoming O-235 #435748

galdri
Participant

The horsepower rating varies a bit according to dash number. The most numerable out there is the 108 hp variant like the one in the Cessna C 152, but 115 hp and even 125( 😮 ) hp are apparently out there.

September 16, 2004 at 1:48 pm in reply to: Bolt info needed #1438912

galdri
Participant

I do have a copy of the aforementioned book, and could copy it for you if need be.
That’s a very nice offer. PM on it’s way 🙂

Are extensive drawings still available?
I don’t think any drawings exist anywhere. They have all disappeared in the mist of time.

September 16, 2004 at 1:23 pm in reply to: Bolt info needed #1438921

galdri
Participant

Thanks for all the feed back guy’s 🙂 This is going to be an airworthy restoration. My engineer wants to do it the AN way (it is the only thing he knows!) and I want to do it the most practical way. The thing that is making me more and more in favour of the BS is the fact that I might end up in hot water with the CAA if none original hardware was to be used.

The Brown Brothers (Aircraft) Ltd hardback catologue of Aircrft Standard Parts is the book to look out for.

This is exactly what I needed, a book to explain it all 😉

Its not that difficult – but do get a copy of the original parts manual if you can.

Well, actually I don’t think there ever was such a thing as a parts manual for the Gemini. At least, none of the people I’ve talked to have ever heard of one. The only thing that was printed, according to my sources, was a Repair and Service manual, which I have, but that one does not go into enough details to cover correct hardware. A parts catalouge (manual) is certainly on the list that is going to be sent to Father Christmas, but I’m afraid I’m asking a bit much

September 16, 2004 at 12:59 pm in reply to: Info on Lycoming O-235 #435750

galdri
Participant

It is a bit difficault to nail down any final number on this one. But I’ll try 😉

For an outright purchace of an overhauled O235 (from a reputable shop), expect to pay around $15.000. If you have a core for exchange, expect the overhauled engine to be yours for about $11.000. Far more feasible would be to by an engine at approximately half live. That would mean, the engine would have about 1200 Hours left to run before overhaul, which would be around 12 years worth of flying for a normal homebuilt. The asking price for a half live O-235 is usually around $6000.

Hope this helps 😀

September 14, 2004 at 1:04 am in reply to: Vintage Loganair #642792

galdri
Participant

Captains Mac’s wee toy is………….

Miles M100 Student. Development started in 1953 as a private venture by the Miles brothers. A jet trainer developed in the hope of securing an RAF contract. The contract was however awarded to the Jet Provost. This was the only example ever built and later crashed at Duxford (I think), but the remains are thought to be in storage.
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