galdriThe question Janie put forward regarding the parking of taildraggers is an interesting one. This is how I was told to do it.
If you are on a transit stop in relatively light winds (up to say 20 knots), park it nose into the wind, parkbrake on (or wheels chocked) and elevator fixed full up.
If you are securing the aircraft for some really bad weather you do it the other way around. Park the aircraft tail-into-wind, fix the elevator full down, fix the ailerons neutral and chock the wheels. Tie the aircraft down by the wing tie-downs and then put a rope around the tailwheel and secure it to a lamp post or something equally immobile. When tied up like that, it is absolutly impossible for the aircraft to be blown away, unless of course the wind direction changes 😮 The J3 Cub I used to own came through a 50 kts gale unharmed, tied down in this manner, when I was cought out at a fly in about 10 years ago.
For mister Young. Always, always remember to get the stick right back into your stomach on landing (three point) if a bounch is developing. Never, ever, put the stick forward when trying to arrest a bounch. The two thing that can happen if you put the stick forward are A) you will end up on the nose or B) you will be hopping like a Kanguroo down the whole length of the runway in ever increasing bounches. If you don’t like the looks of the bounch, it is too high, or what ever, it’s full power and fly the aircraft out of it.
galdriI don’t know how to post a screen shot like that, but I’m inocent 😀
galdriI’ve been doing my limited photoshopping, and I’m sure the serial would be _G827
I’m not familiar with Lancaster serials, but the missing letter at the front could be S
galdriFairey IIIF
Mark
Wasn’t that one out of service by 1936? The IIIF was also my first thought, but I think they had been phased out by 1935. I could be wrong though. It has happened before 😮 😀 😀
galdriWell said Hairyplane. I agree 100%. This is something that has to be said.
Now, where is the queue for the Falcon? 😉 😀
galdriThank you for your kind replys to my very amateurish attemts at photography 😀
Now to answer some of the questions that have been raised.
robblec: The aircraft (or part of an aircraft) behind the twohole Pitts is indeed a DC6. It is the nose section of a TF-OAA, a DC6 owned by Iscargo and was scrapped in Reykjavik in 1979. The nose survived in storage with the Icelandic Historic Aviation Society until about three years ago, when it was moved to Akureyri and mounted outside the aviation museum located there. One side of the fuselage is painted to represent an aircraft from Loftleidir Icelandic and the other to represent an aircraft from Air Iceland.
Moggy C: It was a lovely day out indeed 🙂 Actually the Yak 52 is more popular here as well, with two of them registered, but only one 55. Having flown both, I would say the 55 is a nicer aircraft to fly, but has only one seat, which can be a drawback. Also the 55 is not much of a cross country machine, but acros in it are a pure bliss 😀
I’m afraid Slezy Jet does not have a route up here. If you want to visit, it is either Icelandair, or a kind of Low Cost operator called Iceland Express. By sure, however, to check the prizes with both, as the LoCo is sometimes more expensive 😮
The embargo on the competion is because of less than spectacular resaults 😮 But of course that’s not my fault. It’s them judges 😀 😀 😀
ageorge: I’ll post some Gemini photos here when there is something to see. Right now it looks a mess, with pieces of the stab spread all over the place under repair, and the rest of the aircraft in storage. I’m taking one piece at a time, and decided to rebuild it from tail to nose.
galdriI don’t think wet lease is the correct word for the Air Atlanta lease to iberia. ACMI lease is better.
ACMI stands for Aircraft, Crew, Maintainance, Insurance, and these are the exactly the things that Atlanta is providing to Iberia. Iberia, on the other hand, pays for fuel, traffic rights, handling etc. All the million things that make an airline tick.
Dry lease is where an operator leases one of it’s aircraft to another operator and is totally spot free of anything. The airline taking over the aircraft has to care for it as it’s one of it’s own.
Wet lease is where the owner of the aircraft is operating the services of another company and paying all the bills. Crew, maintainance, insurance, fuel, traffic rights…….the whole works.
Then there is what is called Annex 6 lease. Don’t get me started on that one 😮 😀 That’s really complicated 😀 😀
galdriI’m just begining to wonder, where would this board be without young ‘r’, his ideas and sometimes less than well thought out responses. In all honesty, I think it would be dead 🙁
A sure way to get any discussion going here is for ‘r’ to mention any of his ‘brilliant’ ideas and the whole place just lits up! Last time I looked there were three or four pages worth of discussion regarding his 2nd Class medical. A normal thread goes mayby two or three replys. Isn’t something wrong here??
Maybe ‘r’ is employed by Key Pub. to keep the board going 😉 😀 Anyway, I’m growing a little tired of this whole thing.
galdriHad a better look, and it’s a Cessna C-206
galdriErrrrr………….It’s not a C-172 😮
It’s a Cessna C-182 Skylane or a C-206. If you look at the picture it has a lot more flap area than the Skyhawk.
galdriNothing aviation related at all 😀
First is the midnight sun lighting up the mountains around Akureyri. The last picture shows how the sky looks when properly lit by the midnight sun
galdriHere are a few more.
1. Piper J3 Cub. The one that Mr. O’Brian was flying during his memorable display. The Owner was still shaking at the BBQ later in the evening. He thought he would never see his beloved Cub again, in one piece, after after that display 😀
2. A Pitts S2 XS. Probably one of the nicest Pitts in the world. Homebuilt, with a Pitts S2C fuse, precision wings and a hotted up Lycoming IO540 that reportedly gave 425 hp on a dyno test. Owned by Arngrímur Jóhannsson, former owner of Air Atlanta Icelandic.
3. Same as above
4. A part of the parking, with Piper PA18-150 TF-LEO in the forground
5. Something that might be more at home on the commercial forum, but anyway here it is. A Twin Otter on skies. Used by Air Iceland for charter work in Greenland, and on the Greenland Glacier.
galdriThe Pictures above are:
1.Cessna C-140
2.Piper PA22-150 Tri-Pacer
3.Socata TB-10 Tobaco
4. Piper Tomahawk (or Traumahawk) from Akureyri Flying School
5. YAK 55 This was my mount during the aerobatic compition, the details of which are NOT available 😀
Below are a few more
1. TF-KOT, a strange little bird. Designed and built by Húnn Snædal Air Traffic Controller at Akureyri. It is based on the general outlines of a Bucker Jungmeister, powered by a Lycoming IO360 giving 180 hp.
2. TF-KOT again from a different angle. Mr. Snædal managed a respectful 2nd place in the aerobatic competion flying this aircraft.
3. Pitts S1S owned by the owner of Air Atlanta Icelandic. It was just out of a complete rebuild after a crash two years ago and looks absolutly stunning.
4. Another view of the YAK 55
5. Beechcraft C-45 TF-JFA. Owned by an Icelandair Captain and based at Akureyri. It is kept airworth, but flown very little. It did how ever do a couple of fly-pasts during the show.
galdriFirst time flyer in a GA type aircraft would get the whole works!
Before you go flying, i.e. in the club house, descipe the flight. What are you going to do and how are you going to do it. For example. We will be taking off to the west and when we reach 500 feet I’ll make a left turn. To turn the aircraft, the aircraft has bank (tilt) to the left. When the turn is completed you can expect to see (some interesting landmark) on the right hand site etc.etc. When we reach the cruseing altitude and airspeed, I will reduce the power to the engine. That will cause a decrease in noise. Then go on to explane the leaning process ( in very simple terms), and the fact that the engine might give a splutter. Point out on a map before the flight anything of interst on the ground along the planned route of flight and on which side of the cockpit it is going to be (hopefully 😀 ) Explane the descent, and the fact that you will most likely have to throttle back during descent. A lot of people get scared by change in engine note. Also explane, that during some aspects of the approach and landing, you might have to throttle right back to idle, and the engine is not dead even though it is very quiet 😮
Tell them about possible turbulance and how it will feel like (going down a road full of port holes!) Also tell them how to ‘ride’ the aircraft during manuvers.
When you get to the aircraft, take it easy and allow the first time PAX to take it all in. Don’t rush, and answer any questions. Once on board, go through ALL the emergency equipment. If it is good enough to do it on airliners, then it is good enough for us. Before going through it, just say something like: ‘Well…… this is what they do in the airline buisness, and we have to do it as well’ or something along these lines, as some passengers might find it a little fatalistic to be shown what to do if the plane crashes on their first flight in a GA aircraft :rolleyes: Make sure to show them how the seatbelt works, where the emergency exits are located and how to operate them. Also show them where they might find the ELT, and how to set it to manual, in case you can not get to it, descripe it. Show them the fire extingisher and how to operate it, and where they can find a first aid kit. If you are planning an over water flight, life wests and raft should be included in the briefing.
If you are flying with someone that is used to GA flying, just brief the emergency equipment and planned route.
galdriThank for that Papa Lima, Knowledgeble as Allways 😎
Do you know if they were automatic as per Me 109 or powered like on modern day Jets?
Looks like the Boeing engineers didn’t have to do an awful lot of design work for the wing on the 737 😀 They only took the wing from the 262 and scaled it up a bit. It has the same sweepback, more or less, and has the same limiting mach number! :rolleyes:
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