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Another Drom, this one with the original genuine Polish radial attached.
https://lh3.googleusercontent.com/_l...0/IMG_2869.jpg |
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Forget the tailnumber, this is now my favorite type.......
Mutt |
Sexiest girl in the sky!:cool:
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how'd you find the Drom compared to the Tractor? Is the Garret installation any better than the Pratt on the Drom? The M18 is fairly easy to land if one stays on top of the airplane. The Air Tractor, with it's spring gear, is a little more squirrely, and a lot less forgiving during landing. If the tailwheel happens to be unlocked, one may well be going for a ride in the Air Tractor. It's not too big a deal in the M18T. I ended up in the bottom of a drainage hitting a spot fire a few years ago, in an 802. My intention was to exit down-canyon with a steep hard left turn, with my escape along a river. Given that I'd just exhausted the load on the spot fire, I elected to use my energy and climb power to see how much altitude I could pick up coming out of the canyon. In the Dromader, it would have been a down-canyon exit, but I came out of the canyon half-way down, over the top of the mountain instead of through it, nearly inverted and still pulling with extra energy. It was an eye opener; the performance was more than I expeced, and the airplane flew quite nicely all the way out. Empty, either one is somewhat of a dog. The 802 feels like just another ag airplane when it's loaded. At higher density altitudes with a full load of mud on board, it's not exactly sprightly. Empty, it's a racecar, so far as ag airplanes go. Loaded it's still faster than the M18. Especially with the spray gear off the airplane, in fire configuration. On the M18T, while I prefer Pratt motors, the Garret had one decided advantage during a steep downhill drop. We set up the motors and propellers via rigging to provide a significant braking force at flight idle. The effect was like coming through beta into reverse, without the loss of rudder. In level flight, retarding the power lever to idle produced a strong enough retarding force that it could throw me forward in my shoulder straps, and a brisk forward motion on the stick, into the vertical, was necessary to keep the airplane flying. Tweaking the power lever around the sweet spot where this occurred, just above idle, proved to be a very effective tool for controlling speed during a descent. In the pratt powered airplanes, one has to be careful about how one makes a downhill run, to keep speed in check. The M18T has a fairly narrow airspeed range for drops; the BLM published safety notices regarding a 15 knot window for the drop; slower and one stalls during the drop, faster and the airplane can pitch such that full forward stick won't prevent going vertical (and a stall-spin or stall-crash, which may prove inevitable) if dropping the full load. The Garrett motor allowed easy airspeed control, and worked like a charm when doing formation descents and drops, especially when working behind dissimiliar aircraft. If behind a leadplane on a downhill drop in the pratt powered airplanes, one can't do much once at flight idle to keep behind a slower airpalne except jink slightly or pitch; that puts one outside the drop box or envelope. With the Garrett, it's an easy process. The downside is that if things come unglued with the garret, performance can get really ugly, where the same isn't nearly so true with the Pratt powered airplanes. I can testify to that, having wound up on a hillside during a very active wildfire several years ago, during a torque loss. |
Sexiest girl in the sky! http://cdn-www.airliners.net/aviatio.../1/1867184.jpg Mutt |
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monkey_wrench, the RHS picture shows a funny FMS scratchpad!
May I guess the serial number of this one? 1117? (sorry Mutt, not a G400). I agree, it was the top bizjet back in 1991! |
Hi Girls and Boys,
great photos, very entertaining thread. Thanks for sharing. Here some you might want to try a guess on. :) http://i.flugzeugbilder.de/95/63/1278458241.jpg http://cdn.fotocommunity.com/Verkehr...-a19931241.jpg http://cdn.fotocommunity.com/Luft-un...-a19930912.jpg Greets Markus |
Beauty has no time limit, and she does everything as well as any of the others out there.
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Fair cop Flexjet....:ok:¨ here is a more obvious picture...
http://i228.photobucket.com/albums/e...7inFlight4.jpg |
Flexjet you are really starting to scare me, how can you look at a picture like that and guess the SERIAL NUMBER !!!!:D:D:D:D
FMS scratch pad on the right, are you sure or is it a external video camera screen, the one on the right appears to be on the tail, the one of the left appears to on the nose wheel...... I love the rear view mirrors, just perfect for overtaking :ok::ok::ok: Mutt |
I'm gonna guess Piper Cheyenne based on the left control column... obviously turbine, but I didnt realize that these were capable of flying at 34,000 feet. What sort of speed would they achieve at that altitude?
This is from Google/Wiki for the PA34T. Performance Maximum speed: 326 mph (525 km/h, 283 knots) at 11,000 ft (3,360 m) Cruise speed: 244 mph (393 km/h, 212 knots) at 25,000 ft (7,600 m) Stall speed: 88 mph (142 km/h, 77 knots) (flaps down) Range: 1,702 mi (2,739 km, 1,478 nmi) (econ cruise, 45 min reserves) Service ceiling: 29,000 ft (8,840 m) Rate of climb: 2,800 ft/min (14.2 m/s) |
as we're talking "beauty" already...
How can you leave out the big Canadian?
http://www.floriantrojer.com/gallery...flycorp_10.jpg |
The big Canadienne with the dinky little nose gear assy?
:E |
Is that engine running :rolleyes: Where are the drivers if so :ugh:
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My guess is a long exposure while it's parked and the engine is windmilling...?
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I'm gonna guess Piper Cheyenne based on the left control column... obviously turbine, but I didnt realize that these were capable of flying at 34,000 feet. What sort of speed would they achieve at that altitude? This is from Google/Wiki for the PA34T. Quote: Performance Maximum speed: 326 mph (525 km/h, 283 knots) at 11,000 ft (3,360 m) Cruise speed: 244 mph (393 km/h, 212 knots) at 25,000 ft (7,600 m) Stall speed: 88 mph (142 km/h, 77 knots) (flaps down) Range: 1,702 mi (2,739 km, 1,478 nmi) (econ cruise, 45 min reserves) Service ceiling: 29,000 ft (8,840 m) Rate of climb: 2,800 ft/min (14.2 m/s) Mutt From Wikipedia: Cheyenne PA 42 1000 max S/L speed (cruise) 335 knots, four-blade prop, or with new 5-blade German MT prop nearer to 340 knots. Piper PA-42 Cheyenne - Wikipedia, the free encyclopedia |
nothing to be scared of...
Flexjet you are really starting to scare me, how can you look at a picture like that and guess the SERIAL NUMBER !!!! FMS scratch pad on the right, are you sure or is it a external video camera screen, the one on the right appears to be on the tail, the one of the left appears to on the nose wheel...... FMS1 shows A/C-1117-G-HARF FMS2 shows FAYAIR First, I was looking for the registration but didn't see it; then I started to look for details... I believe the picture was taken during the delivery or acceptance of the aircraft. JP BizJet 1996 shows that 1117 was delivered on December 21 1991, and the FMS database was valid since December 12... After G-HRDS, its owner has received a second brand new G550 recently, registered December 20 2010... Another Christmas gift? :) Gulfstream G550 (M-MOMO) | Flickr - Photo Sharing! |
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How so Mutt?
As for airliners- one day when I am sick and tired of flying, I might consider going to an airline. Airlines are where enthusiasm goes to die. |
Ah ok, I actually thought you were flying fours out of Jed??
Should hook up for a coffee some time, I'm also Jed based. |
once again it's been a while...
...So I thought to bring this thread back from the dead. Of course it'll never be as popular as "the Ferry Bad Experience" - unless I scam someone - but who knows. :E
...feel free to flick through the latest FlyCorporate magazine - cover photograph by yours truly. http://www.fly-corporate.com/extra/i...p?extrapage=51 |
Oy by the way - outstandingly beautiful photographs I.R.PIRATE - keep up the good work!
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I.R.
Get the uncut Sid out :E
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Of course it'll never be as popular as "the Ferry Bad Experience" Get the uncut Sid out INNFlight, congrats on the cover. :D:D:D Mutt |
Sunset at SRQ
http://admin2.clikpic.com/BethpageJe...535V-w800p.jpg Gulfstream 5 N535V landing at its base at Sarasota in the lovely Florida evening sunshine Visual Approach Images |
And of course, the daddy of 'em all....
Gulfstream 2 serial 001 N55RG - first flight Oct 1966 and still going strong... http://admin2.clikpic.com/BethpageJe...-1473-800p.jpg Chicago PWK Nov 2011 Visual Approach Images |
And the other favourite of mine...so few of these left flying now
http://admin2.clikpic.com/BethpageJe...777AYw800p.jpg beautiful isn't it ? Ft Lauderdale FXE Oct 2011 |
Savannah Jet, a question for you concerning the G2, serial no: 001. Has that aircraft been converted to a G2B, that is a G2 fuselage but with G3 wings?
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N55RG is a Gulfstream 2SP. It has the blended winglet conversion on the original Gulfstream 2 wing.
A Gulfstream 2B is a Gulfstream 2 which has been retro-fitted with the cleaner, more efficient wing from the later Gulfstream 3. They look similar - the easiest way to tell is that the winglet on the Gulfstream 2SP curves around and up, like on a BBJ/737NG. The Gulfstream 2B/Gulfstream 3 winglet has a much sharper, more well defined angle to it, as you can see in the photo of a Gulfstream 2B below. http://admin2.clikpic.com/BethpageJe...-2063w800p.jpg N55RG also has the glass fibre radome from the Gulfstream 3 fitted, giving the nose a sharper profile than the original Gulfstream 2. I hope you're all listening - I'll be asking questions later |
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