Aviation MegaThread!!!!

Discussion in 'Shiny Things' started by EvilGenius, Jan 1, 2009.

  1. Wreckchecker

    Wreckchecker Ungeneer to broked stuff.

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    I always wanted to fly a Beagle, just to fly a twin with that much visibility and control sticks rather than yokes.
  2. bodybomber

    bodybomber Been here awhile

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    Anyone know what the going rate is to do ferry flights. I have been asked to move a light single about 700 miles. I have no idea what it has in the panel so I'm intend to doing this day Vfr. I'm planning on charging $300 a day plus expenses. IS that a reasonable rate?
  3. chazbird

    chazbird Long timer

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    Seems to be about the going rate. I'm more familiar with day contractor rates which start around $500 a day for something more than a piston single flying VFR. Might want to check in on your own insurance and the plane owners insurance.
    FmrYooper likes this.
  4. chazbird

    chazbird Long timer

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    Partenavia P68 Observers are around, sans the stick. They're pretty cool. It's essentially a helicopter view, and IFR, with the slim center helicopter style panel, like a Bell 206, they are a trip.
  5. CapCal1000

    CapCal1000 Uhhh....

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    I thought exactly the same thing.
  6. wxwax

    wxwax Excited Member

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    If this is it, looks wild.

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  7. 06ltd

    06ltd Been here awhile

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    Was out in LNK the other week and saw this beautiful bird on the ramp.

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    airgord, msahern5, Saso and 2 others like this.
  8. mslim

    mslim If it's worth doing... it's worth overdoing

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    What's in those huge sponsons? Fuel for the thirsty engines?
  9. chazbird

    chazbird Long timer

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    Yes. And that's the version with the turbo-fan engines, earlier versions had 4 turbo-jets. It's a classic, and interesting, plane - cool it's still flying. It's got a nice retro paint scheme too, looks early 50's style, which is before the planes introduction.
    06ltd likes this.
  10. 06ltd

    06ltd Been here awhile

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    Looks like that one has been re-engined, production date of '66 and they didn't switch to Garrett's until the mid-70's. According to the FAA there's only 8 left registered in the US today :(
  11. Wreckchecker

    Wreckchecker Ungeneer to broked stuff.

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    When I worked at Lockheed in the 70s as a design engineer and tech rep, one of my older bosses had a favorite gripe about how the company could never get the design tradeoffs right to avoid carrying fuel externally like that. The aero guys would design an airfoil and the structural loads guys would insist that lessening the span loading (not putting all weight at the fuselage in the middle of the wing) was a good thing.
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    His bitch was that till the C-5 the limited amount of basic fuel onboard almost mandated external storage for the airplanes that didn't already come with it, and that till the C-5 and then L-1011 nobody would trade to balance scaling up the wing against the drag of external fuel to get realistic range.

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    GSPeP likes this.
  12. Hondo

    Hondo What if it's a Samsquanch?

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    Bob Hope had a Jetstar, saw it in Cali once-

    [​IMG]

    42 likes this.
  13. chazbird

    chazbird Long timer

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    Great picture of Bob Hope and the hat, white shoes, etc....

    The Hope 731 Jetstar taking off from BUR....just a flash of that Seahawk's 9...I thought I hoped never to see that one again. It came about that close to us one day and for about that long of a view, right at that angle while it was "practicing" something or another in the Anchor Bay MOA, I think rounding out from a very steep descent - a nice fright and good bit of wake from that. Apparently they liked to go there when it wasn't hot and do silly stuff, at least for a DC-9, and called it training. Saw-heard them a couple of other times in there with a block altitude and squawking 1200 and stayed well away.
  14. Hay Ewe

    Hay Ewe Just a Wannabe

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    I bet that is so noisy. Will read up onit later
  15. TinyTrains

    TinyTrains Been here awhile

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    Looks like a twin engine Ercoupe!
  16. chazbird

    chazbird Long timer

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    @Wreckchecker 's post above about Lockheed's love of external fuel stores got me curious as to the F104's internal fuel capacity. I thought it would be minimal, but it's not, close to 6,000 lbs, roughly close to equal to tips and wing pods.

    Anyway the search led to this: http://www.airplanedriver.net/study/f104.htm

    Quite an informative and subtly entertaining Cliff's like notes on the F104 systems, performance, and basic flight profiles. Fun things like idle = 1300pph, accelerating from .9 to 1.2 Mach = 14,500 pph. Cruise climb 400KIAS/.85 12 degree AOA = 10,000 fpm or max climb 450/.90 22 AOA = 35,000 fpm.

    It's good reading about a relatively simple plane. It's from airplanedriver.net, a small site I've never heard of until now. It's primarily got tech notes on business jets - including a similar account of the Lockheed Jetstar 731 discussed in above posts.
    fullmonte likes this.
  17. Wreckchecker

    Wreckchecker Ungeneer to broked stuff.

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    What I remember is that the airplane was famous for not being able to fly for a half-hour if using afterburner, and nobody flew a 104 slowly. So it's interesting to see your 14,500 pph fuel flow and fuel capacity of 6000 lbs because the math fits the memory. Subtract for fuel used in taxi and such and the range gets really limited.
    Thanks Chaz
  18. fullmonte

    fullmonte Reformed Kneedragger

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    "When the engine inlet temperature exceeds 105 deg C, something else changes. Don’t freak out if the engine rpm remains at 100% when you retard the throttle to idle. The CIT only gets to 105 deg C for one reason, you are going fast as hell, remember, that’s our old friend ram rise showing up. When you are going that fast, there is a lot of air being stuffed into the intake. The rpm must be kept high in order to ingest the air, or it will do the same thing you would do if you drink a warm coke to fast, it will burp! It, however will burp somewhat louder than you. We all refer to airplanes as females. They are less attractive when they burp. This one is designed not to."

    "Remember to anticipate your level off, as you can’t pull a whole lot of G’s at 300 kts clean. Don’t forget to increase power to maintain forward speed after level off. It takes a lot of energy to maintain 300 kts. When you are no longer descending, (using up potential energy) the power to maintain level flight must come from the engine. If you forget this, you will be subjected to a four phase aeronautical process that dates back to the early 1900’s. Stall, spin, crash and burn. Phase 4 requires some amount of fuel on board at time of impact."

    :jack
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  19. chazbird

    chazbird Long timer

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    From my reading of the airplanedriver article there wasn't much, if any, Mach limiting on the tip tanks, just slightly slower. That brings it up to about 12,000 lb of fuel, making it variable in endurance, but still silly easy to dispel.
    The article or recounting doesn't get into maneuver or G limits with tip tanks. In this plane it seems going fast and turning, at least for any duration, might be mutually exclusive.
  20. Heyload

    Heyload Remastered Classic

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    It's a sad day when a flight engineer comes to a loadmaster to ask what the runway length is. WTF?

    "Dude...is that a smart phone in your hand? Google that shit!"

    12,903 feet there, Einstein....jeebus. And this guy does the TOLD data?!
    fullmonte, slideways and Wreckchecker like this.