Tiger Moth joy flights - chocks for starting?
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Tiger Moth joy flights - chocks for starting?
The latest issue of the Melbourne based magazine "Pacific Flyer" has an article by well known aviation author Macarthur Job. It is called "Whirling Scimitars -and Just as Deadly" It is about the dangers posed by propellers.
Some years ago, a newly graduated grade 3 instructor at a well known aero club at Moorabbin was tasked to give a Trial Instructional Flight in a Cessna 152. The battery was flat, so the instructor keen not to lose a potential student, decided to hand start the 152. The engine of the 152 is not designed to be started by hand but pilots still do it and without formal training. On the job training so to speak. And why did the aero club allow this sort of practice when they would have known the battery was dodgy? Careless maintenance.
There were no chocks placed in front of the wheels (although there was no shortage of chocks on the tarmac). The instructor had been taught from his ab-initio days never to trust the park brake and he didn't this time, either. So he didn't even try to place the park brake to on. If it was inoperative it wasn't in the maintenance release.
Instead he told the bewildered TIF student to place his toes high on the rudder pedals and hold them down hard. He turned the magneto switch on and proceeded to swing the prop. It started alright except pity about the throttle being set to high idle. The 152 started to move quickly forward under the influence of 1500 RPM on a smooth tarmac and the frightened student took his feet off the pedals in alarm. The instructor was unable to prevent the aircraft from running into a closed hangar door. Aircraft and door sustained damage. But at least it was a memorable occasion for the TIF student.
Fast forward to an airfield in Victoria where two Tiger Moths were conducting joy flights last weekend. . A passenger paid up and was kitted out with a headset and then trussed up in the front seat. The pilot in command then prepared to start the Tiger Moth by hand as Tiger Moths are not equipped with electric starter motors. Tiger Moths don't have wheel brakes either. Some have a tail skid which acts as a rudimentary brake but useless on a hard surface. This Tiger Moth had a tailwheel which isn't much good as a brake of course on any surface.
The pilot then proceeded to swing the propeller several times clockwise and anti-clockwise to draw fuel into the four cylinders. It's called "sucking in and blowing out" in Tiger Moth terminology. Then the pilot reached over the bottom wing and turned on the magneto switches situated on the outside of the fuselage next to the open cockpits. Back to the propeller again which he carefully placed vertical and gave it the big heave-ho.
Now, according to the Tiger Moth handling notes, when starting the engine the pilot is supposed to keep the control column fully back to prevent the Tiger Moth from nosing over if inadvertant high RPM occurs. I wonder if the joy flight passenger in the front seat had been briefed to do this? But today, the pilot outside the aeroplane had set the throttle perfectly and the little engine purred to life at 700 RPM. Not enough to make the Tiger Moth move slowly forward on the grass if chocks were not in place under the wheels. Remember - no brakes.
Chocks? What chocks? If they were in front of the Tiger Moth wheels they must have been hidden in the grass? Maybe.. The pilot then walked around the aircraft with its engine ticking over and donning a leather flying helmet, swung his legs into the tiny back cockpit. All the time during the prop swinging procedure the joy flight passenger was alone in the front cockpit. One hopes she enjoyed the subsequent flight and didn't need a Barf Bag.
It got me thinking about complacency. From where this Ppruner sat in his car there was no sign of any chocks in front of the wheels of the Tiger Moth. The pilot did a propeller hand start with a passenger tied in the front cockpit probably clueless on what to do if the engine had burst into life with more RPM than the pilot expected. It has happened before and people have been hurt. The machine had no brakes and no tail skid - thus no friction drag.
It could be argued on the grounds of flight safety that as part of his team the operator of the joy flights should have provided a trained person experienced in hand swinging a Tiger Moth propeller. If there was, on this occasion he must have been off duty. It would also seem good airmanship for the pilot to have been seated in his cockpit with the fuel cock on/off availability as well as mag switches to immediate hand, in event the aircraft moved forward under its own steam after the prop was being swung . Remember - no brakes.
In other words you need a two man team (pilot and prop swinger/chock remover, for maximum safety. Then the trained prop swinger could communicate his intentions to the pilot in the cockpit re engine starting. And better still the student would not be left vulnerable and all alone.
Of course someone has to pull the chocks away after the engine is started, and the prop swinger can do that job. In the old days chocks came with long ropes attached so that the chocks could be rmoved without the person being exposed to propeller danger. Don't see that happening nowadays. Mind you there aren't too many Tiger Moths around, either. Is it too much to ask of an operator to train his staff on prop swinging a Tiger Moth and what precautions are needed when approaching the wheels to pull out each chock? Duty of care is another term that comes to mind in the profession of joy flights.
And of course, operator complacency. There are potential dangers in a one pilot - one man band operation, and the Tiger Moth joy flight operator should be aware of this. Lawyers would have a field day if mischance happens.
Some years ago, a newly graduated grade 3 instructor at a well known aero club at Moorabbin was tasked to give a Trial Instructional Flight in a Cessna 152. The battery was flat, so the instructor keen not to lose a potential student, decided to hand start the 152. The engine of the 152 is not designed to be started by hand but pilots still do it and without formal training. On the job training so to speak. And why did the aero club allow this sort of practice when they would have known the battery was dodgy? Careless maintenance.
There were no chocks placed in front of the wheels (although there was no shortage of chocks on the tarmac). The instructor had been taught from his ab-initio days never to trust the park brake and he didn't this time, either. So he didn't even try to place the park brake to on. If it was inoperative it wasn't in the maintenance release.
Instead he told the bewildered TIF student to place his toes high on the rudder pedals and hold them down hard. He turned the magneto switch on and proceeded to swing the prop. It started alright except pity about the throttle being set to high idle. The 152 started to move quickly forward under the influence of 1500 RPM on a smooth tarmac and the frightened student took his feet off the pedals in alarm. The instructor was unable to prevent the aircraft from running into a closed hangar door. Aircraft and door sustained damage. But at least it was a memorable occasion for the TIF student.
Fast forward to an airfield in Victoria where two Tiger Moths were conducting joy flights last weekend. . A passenger paid up and was kitted out with a headset and then trussed up in the front seat. The pilot in command then prepared to start the Tiger Moth by hand as Tiger Moths are not equipped with electric starter motors. Tiger Moths don't have wheel brakes either. Some have a tail skid which acts as a rudimentary brake but useless on a hard surface. This Tiger Moth had a tailwheel which isn't much good as a brake of course on any surface.
The pilot then proceeded to swing the propeller several times clockwise and anti-clockwise to draw fuel into the four cylinders. It's called "sucking in and blowing out" in Tiger Moth terminology. Then the pilot reached over the bottom wing and turned on the magneto switches situated on the outside of the fuselage next to the open cockpits. Back to the propeller again which he carefully placed vertical and gave it the big heave-ho.
Now, according to the Tiger Moth handling notes, when starting the engine the pilot is supposed to keep the control column fully back to prevent the Tiger Moth from nosing over if inadvertant high RPM occurs. I wonder if the joy flight passenger in the front seat had been briefed to do this? But today, the pilot outside the aeroplane had set the throttle perfectly and the little engine purred to life at 700 RPM. Not enough to make the Tiger Moth move slowly forward on the grass if chocks were not in place under the wheels. Remember - no brakes.
Chocks? What chocks? If they were in front of the Tiger Moth wheels they must have been hidden in the grass? Maybe.. The pilot then walked around the aircraft with its engine ticking over and donning a leather flying helmet, swung his legs into the tiny back cockpit. All the time during the prop swinging procedure the joy flight passenger was alone in the front cockpit. One hopes she enjoyed the subsequent flight and didn't need a Barf Bag.
It got me thinking about complacency. From where this Ppruner sat in his car there was no sign of any chocks in front of the wheels of the Tiger Moth. The pilot did a propeller hand start with a passenger tied in the front cockpit probably clueless on what to do if the engine had burst into life with more RPM than the pilot expected. It has happened before and people have been hurt. The machine had no brakes and no tail skid - thus no friction drag.
It could be argued on the grounds of flight safety that as part of his team the operator of the joy flights should have provided a trained person experienced in hand swinging a Tiger Moth propeller. If there was, on this occasion he must have been off duty. It would also seem good airmanship for the pilot to have been seated in his cockpit with the fuel cock on/off availability as well as mag switches to immediate hand, in event the aircraft moved forward under its own steam after the prop was being swung . Remember - no brakes.
In other words you need a two man team (pilot and prop swinger/chock remover, for maximum safety. Then the trained prop swinger could communicate his intentions to the pilot in the cockpit re engine starting. And better still the student would not be left vulnerable and all alone.
Of course someone has to pull the chocks away after the engine is started, and the prop swinger can do that job. In the old days chocks came with long ropes attached so that the chocks could be rmoved without the person being exposed to propeller danger. Don't see that happening nowadays. Mind you there aren't too many Tiger Moths around, either. Is it too much to ask of an operator to train his staff on prop swinging a Tiger Moth and what precautions are needed when approaching the wheels to pull out each chock? Duty of care is another term that comes to mind in the profession of joy flights.
And of course, operator complacency. There are potential dangers in a one pilot - one man band operation, and the Tiger Moth joy flight operator should be aware of this. Lawyers would have a field day if mischance happens.
Last edited by A37575; 23rd Mar 2011 at 11:35.
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its interesting when the F22 raptor starts up with the chocks inserted, ground crew go to remove with great difficulty, only takes a couple of minutes and about 3 or 4 soldiers kicking the chocks well.
1. It's not "poor maintenance" that is responsible for a flat battery on a C152 at YMMB, it's stupid bloody pilots and instructors who fail to turn off the master switch.
2. Other than that, the comments about chocks are correct. Having said that, as a student in a C150 with a flat battery, I knew enough to keep my feet on the brakes and how to operate the ignition switch to keep the Two people (one supervising and one starting) safe.
2. Other than that, the comments about chocks are correct. Having said that, as a student in a C150 with a flat battery, I knew enough to keep my feet on the brakes and how to operate the ignition switch to keep the Two people (one supervising and one starting) safe.
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Quite a read there but entirely valid.
I've seen the Tigermoth with sole pilot at Moorabbin, however he uses chocks. Set throttle, place chocks, mags on, hand start, walk back, adjust throttle etc as required, warm up engine if required - remove chocks with rope, enter cockpit. (he doesn't remove the chocks when inside the aircraft)
Much safer, but still not perfect. One would assume that the passenger does not have access to the throttle so this would be quite a safe operation.
I've done a hundred or so starts on the Tiger as the right-hand-man, can highly recommend it for the purposes of a safe operation with a quick turnaround, but I'm sure there are other ways to do it safely as a sole pilot which would no doubt include a long rope.
I've seen the Tigermoth with sole pilot at Moorabbin, however he uses chocks. Set throttle, place chocks, mags on, hand start, walk back, adjust throttle etc as required, warm up engine if required - remove chocks with rope, enter cockpit. (he doesn't remove the chocks when inside the aircraft)
Much safer, but still not perfect. One would assume that the passenger does not have access to the throttle so this would be quite a safe operation.
I've done a hundred or so starts on the Tiger as the right-hand-man, can highly recommend it for the purposes of a safe operation with a quick turnaround, but I'm sure there are other ways to do it safely as a sole pilot which would no doubt include a long rope.
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I will enjoy this thread. I have written recently on the C172 and Cherokee Yahoo forums.
It started off about mag switch operation with many of the members completely unaware that the engine normally only starts on half the plugs.
They were completely oblivious of the need to determine the type of ignition system and if applicable the number of impulse couplings fitted.
Normally the engine would have an impulse on the left mag,- so by far the majority of SE GA aircraft would be swung with the switch selected to 'Left' only.
The mag switch then being selected to 'Both' on start up.
The discussion also covered the other drills for swinging the prop and what can, and does, go wrong.
It was basically along the lines of, - If you haven't been trained correctly then don't ever attempt to swing the prop.... no matter what the emergency of the moment is.
It may only get a whole heap worse.
It started off about mag switch operation with many of the members completely unaware that the engine normally only starts on half the plugs.
They were completely oblivious of the need to determine the type of ignition system and if applicable the number of impulse couplings fitted.
Normally the engine would have an impulse on the left mag,- so by far the majority of SE GA aircraft would be swung with the switch selected to 'Left' only.
The mag switch then being selected to 'Both' on start up.
The discussion also covered the other drills for swinging the prop and what can, and does, go wrong.
It was basically along the lines of, - If you haven't been trained correctly then don't ever attempt to swing the prop.... no matter what the emergency of the moment is.
It may only get a whole heap worse.
Grandpa Aerotart
Yeah it might be better with a person to swing and a qualified person in the rear cockpit but not alway practical. No idea how many times I have swung a Tiger prop solo but IMO its safe 'enough' provided you know the aircraft and what you're doing. If a Tiger Moth needs more than throttle CLOSED to start its set up wrong. The mag switches are on the outside so you can see them (and reach them quickly if necessary).
If there is no one handy who KNOWS WHAT THEY ARE DOING you are better off doing it alone.
If there is no one handy who KNOWS WHAT THEY ARE DOING you are better off doing it alone.
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By golly Chuckles that is a nice looking machine! The prop looks like it was routed yesterday.
Your procedure looks identical to the way I go about it (as the assistant) however I always try and start with my left hand and keep the other on the vertical strut. Otherwise I have visions of losing balance and falling into the prop.
Have a mate who was preparing his Midget Mustang for flight after handstarting. After starting he leans over to adjust the throttle, but I found he was lifting his leg to balance himself to within literally an inch of the spinning prop. Sometimes we don't know what can go wrong until someone points it out.
Your procedure looks identical to the way I go about it (as the assistant) however I always try and start with my left hand and keep the other on the vertical strut. Otherwise I have visions of losing balance and falling into the prop.
Have a mate who was preparing his Midget Mustang for flight after handstarting. After starting he leans over to adjust the throttle, but I found he was lifting his leg to balance himself to within literally an inch of the spinning prop. Sometimes we don't know what can go wrong until someone points it out.
In 'another life' when I was instructing in the WA wheatbelt, I had a Tiger available and did several endo's in it.
That particular machine was 'original', in that there were NO brakes at all.
However, a clever engineer had welded a 'T' piece of file to the bottom of the skid, and on the wheatbelt hard sandy surfaces, it was 'ideal' in that it did act a brake as soon as that skid was down - it 'dug in' a bit and slowed the aircraft nicely - automatically you might say.
When starting on the sandy surface, I did not always chock it as long as a 'trusted' person was holding the throttle closed, preferably, but sometimes when you are 'solo' that was not always 'practible'...
However, it hardly ever moved - the 'patented' skid mod. saw to that.
However, I did always 'swing' the prop from the rear - and still do - so that the switches and the throttle are within immediate reach if required.
And I hang on to the strut - now that I am older and not so 'athletic'.
Just to ensure that one does NOT lean forward on the downswing.....
Fast forward...the Tiger I fly today operates on the Bitumen, & HAS a NON locking brake and a tail wheel. Bugger!!
Therefore the Chocks are essential / mandatory / gotta have them!
It just rolls so easily on the bitumen, that, as soon as the chocks are pulled....well, you'd better be pointing in the right direction...as per ya pre-start check.
And with a passenger 'who does not know anything' in the front seat, this aircraft is always started by an 'endorsed' pilot, with the 'pilot flying' already in the rear seat.
For what its worth....
Have fun.
p.s. I've always found the C150 etc a difficult aircraft to swing, because the magneto impulse point is so low that you are literally bending down / over, and slightly out of balance in that swinging motion....ooops.
At least the Tiger is 'up there'.....and one's natural inclination is backwards.
p.p.s. Front seat control column REMOVED for joy flights - so no risk there.
Cheers
That particular machine was 'original', in that there were NO brakes at all.
However, a clever engineer had welded a 'T' piece of file to the bottom of the skid, and on the wheatbelt hard sandy surfaces, it was 'ideal' in that it did act a brake as soon as that skid was down - it 'dug in' a bit and slowed the aircraft nicely - automatically you might say.
When starting on the sandy surface, I did not always chock it as long as a 'trusted' person was holding the throttle closed, preferably, but sometimes when you are 'solo' that was not always 'practible'...
However, it hardly ever moved - the 'patented' skid mod. saw to that.
However, I did always 'swing' the prop from the rear - and still do - so that the switches and the throttle are within immediate reach if required.
And I hang on to the strut - now that I am older and not so 'athletic'.
Just to ensure that one does NOT lean forward on the downswing.....
Fast forward...the Tiger I fly today operates on the Bitumen, & HAS a NON locking brake and a tail wheel. Bugger!!
Therefore the Chocks are essential / mandatory / gotta have them!
It just rolls so easily on the bitumen, that, as soon as the chocks are pulled....well, you'd better be pointing in the right direction...as per ya pre-start check.
And with a passenger 'who does not know anything' in the front seat, this aircraft is always started by an 'endorsed' pilot, with the 'pilot flying' already in the rear seat.
For what its worth....
Have fun.
p.s. I've always found the C150 etc a difficult aircraft to swing, because the magneto impulse point is so low that you are literally bending down / over, and slightly out of balance in that swinging motion....ooops.
At least the Tiger is 'up there'.....and one's natural inclination is backwards.
p.p.s. Front seat control column REMOVED for joy flights - so no risk there.
Cheers
Last edited by Ex FSO GRIFFO; 23rd Mar 2011 at 13:37.
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Yep the Tiger is docile and easy to swing compared to some. I was once the hangar boy for one of the premiere flying club's in the UK. We operated a large fleet of wood and canvas aircraft, all without starters fitted.
I got to swing all manners of machines but primarily the Moth, Stampes and Turbulents. About the same time I was glider towing in a Super Cub which we solo started as part of the routine.
Over the years I probably got a feel for the various ways of starting the machines, certainly enough to know when someone has got it completely wrong.
I should add that I have held professional Pilot and Engineer licences for almost 30 years and the job in the UK was gaining experience for my wood and fabric ratings. (A long time ago).
I think we all have heard about various runaway aircraft, the two in Oz that spring to mind would be the one charging through the GA compound in Darwin and the well publicised chainsaw attack down south somewhere.
Basically from my experiences in the past couple of decades is that guys generally get the procedure all wrong. Obviously it has become something of a lost art and I am not aware of it included in any CPL training syllabus.
By far the most dangerous guys about are the young instructors, completely clueless and out to impress....
I guess sooner or later we will be writing our versions of the full procedure here soon, it starts with positioning of the aircraft, briefing, brakes, throttle footwear etc and just goes on..
The younger guys here really need to be aware of mag switch operation , including the need to start on the impulse mag only.
Likewise an understanding of starter Bendix operation... it is difficult swinging an engine if the Bendix is still engaged.
If you have never swung your type, and have not been taught by a competent instructor (preferably a LAME), then you really are taking a massive risk.
As an aircraft owner I would be mightily upset if some novice, (hick, jerk, upstart, boofhead), or his mates (read even less idea) subjected my machines to such a risky exercise.
Please, it is far safer to make a phone call... get the owner and engineers involved.
I am talking more about instances of flat batteries and the likes..... a replacement battery can be fitted quickly, your battery could be recharged, - whatever....... bent and broken aircraft are not so easily fixed.
Broken or missing arms don't fix themselves so quickly either
I got to swing all manners of machines but primarily the Moth, Stampes and Turbulents. About the same time I was glider towing in a Super Cub which we solo started as part of the routine.
Over the years I probably got a feel for the various ways of starting the machines, certainly enough to know when someone has got it completely wrong.
I should add that I have held professional Pilot and Engineer licences for almost 30 years and the job in the UK was gaining experience for my wood and fabric ratings. (A long time ago).
I think we all have heard about various runaway aircraft, the two in Oz that spring to mind would be the one charging through the GA compound in Darwin and the well publicised chainsaw attack down south somewhere.
Basically from my experiences in the past couple of decades is that guys generally get the procedure all wrong. Obviously it has become something of a lost art and I am not aware of it included in any CPL training syllabus.
By far the most dangerous guys about are the young instructors, completely clueless and out to impress....
I guess sooner or later we will be writing our versions of the full procedure here soon, it starts with positioning of the aircraft, briefing, brakes, throttle footwear etc and just goes on..
The younger guys here really need to be aware of mag switch operation , including the need to start on the impulse mag only.
Likewise an understanding of starter Bendix operation... it is difficult swinging an engine if the Bendix is still engaged.
If you have never swung your type, and have not been taught by a competent instructor (preferably a LAME), then you really are taking a massive risk.
As an aircraft owner I would be mightily upset if some novice, (hick, jerk, upstart, boofhead), or his mates (read even less idea) subjected my machines to such a risky exercise.
Please, it is far safer to make a phone call... get the owner and engineers involved.
I am talking more about instances of flat batteries and the likes..... a replacement battery can be fitted quickly, your battery could be recharged, - whatever....... bent and broken aircraft are not so easily fixed.
Broken or missing arms don't fix themselves so quickly either
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Morning all
I have a reasonable amount of experience in flying tigers but probably more in starting them. I was taught by experienced hands and they both have said the same thing. When a tiger is started the throttle should be on the idle stop. As chimbu says if it needs anymore throttle than that the aircraft has been set up wrong and should be adjusted. Secondly if a tiger is started with a fistful of throttle and chocks are in front, on many occasions it may nose over. I have seen this occurr before and the fella involved was lucky not to lose his legs from flying pieces of timber from the prop hitting the earth.
As was mentioned earlier sucking and blowing should only be performed after ensuring the switches are off and then always still treat the prop with caution. Then when starting the right hand should be on the strut for balance and the othe hand on the prop. From my experience most will fire when the prop is slightly above the 9 o'clock position so make sure your paws are ou of the way by then. Then walk back to the wing and run your hand along the leading edge walking away.
Rocket
I have a reasonable amount of experience in flying tigers but probably more in starting them. I was taught by experienced hands and they both have said the same thing. When a tiger is started the throttle should be on the idle stop. As chimbu says if it needs anymore throttle than that the aircraft has been set up wrong and should be adjusted. Secondly if a tiger is started with a fistful of throttle and chocks are in front, on many occasions it may nose over. I have seen this occurr before and the fella involved was lucky not to lose his legs from flying pieces of timber from the prop hitting the earth.
As was mentioned earlier sucking and blowing should only be performed after ensuring the switches are off and then always still treat the prop with caution. Then when starting the right hand should be on the strut for balance and the othe hand on the prop. From my experience most will fire when the prop is slightly above the 9 o'clock position so make sure your paws are ou of the way by then. Then walk back to the wing and run your hand along the leading edge walking away.
Rocket
CIVIL AVIATION REGULATIONS 1988 - REG 231
Manipulation of propeller
(1) In spite of regulations 225 and 230 and subregulation (2), the pilot in command of an aircraft which requires an operating crew of only one pilot may manipulate the propeller of the aircraft for the purposes of starting the aircraft if:
(a) assistance is not readily available for that purpose;
(b) adequate provision is made to prevent the aircraft moving forward; and
(c) no person is on board the aircraft. (My bolding)
Is it just me or are these joy flight operators operating illegally if the pilot hand starts the aircraft with a passenger on board? Also, the throttle being knocked by the pax, or worse, the pilot as he was boarding the Tiger, would not lead to a pretty sight.
Manipulation of propeller
(1) In spite of regulations 225 and 230 and subregulation (2), the pilot in command of an aircraft which requires an operating crew of only one pilot may manipulate the propeller of the aircraft for the purposes of starting the aircraft if:
(a) assistance is not readily available for that purpose;
(b) adequate provision is made to prevent the aircraft moving forward; and
(c) no person is on board the aircraft. (My bolding)
Is it just me or are these joy flight operators operating illegally if the pilot hand starts the aircraft with a passenger on board? Also, the throttle being knocked by the pax, or worse, the pilot as he was boarding the Tiger, would not lead to a pretty sight.
Last edited by Captain Dart; 24th Mar 2011 at 05:35.
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I recall reading an article of an Auster that had some sort of engine failure at Bankstown. He got out to restart and after it did start, the Auster departed without him. Had to be eventually shot down out over the ocean by RAN Sea Fury's. A RAAF sabre or meteor tried but had a gun failure.
I remember that.
BIG embarassment for the RAAF - even BIGGER 'WIN' for the NAVY!!
From what I can recall, the aircraft did 'lazy circling patterns' over the city / suburbs until eventually reaching, and then crossing the coast, from whence it was safe to 'despatch'.
There was 'talk' at the time that the RAAF jets were too fast to 'get a bead' on the slow flying Auster....and because the armory was locked, there was a big time delay in getting the ammo...and prolly several other rumours at the time as well...
Happy days....
BIG embarassment for the RAAF - even BIGGER 'WIN' for the NAVY!!
From what I can recall, the aircraft did 'lazy circling patterns' over the city / suburbs until eventually reaching, and then crossing the coast, from whence it was safe to 'despatch'.
There was 'talk' at the time that the RAAF jets were too fast to 'get a bead' on the slow flying Auster....and because the armory was locked, there was a big time delay in getting the ammo...and prolly several other rumours at the time as well...
Happy days....
Or the rich reward for the homebuilder in Washington State USA.
Trailered his new pride and joy to the airport. Assembled and readied for test flight, primed and set for start.
Flicked the prop, the revs wound up, it moved forward rapidly (NO chocks!) he had to fling himself aside... and from there he could only watch while his long labour of love took off, climbed gracefully into the morning air, heading for the Cascade Mountains.
By the time they managed to round up another aircraft and set off in cold pursuit..it was long gone, never to be seen again.
I wonder what his wife had to say when he got home..!
Trailered his new pride and joy to the airport. Assembled and readied for test flight, primed and set for start.
Flicked the prop, the revs wound up, it moved forward rapidly (NO chocks!) he had to fling himself aside... and from there he could only watch while his long labour of love took off, climbed gracefully into the morning air, heading for the Cascade Mountains.
By the time they managed to round up another aircraft and set off in cold pursuit..it was long gone, never to be seen again.
I wonder what his wife had to say when he got home..!
Thread drift...I know....but ..... I found the story....'tis interesting...except if your were RAAF at the time...the Navy boys were 'smiling' for weeks...
Mid 1950s: A Fleet Air Arm runabout and trainer, the Auster Autocar J-5G at Nowra - and the runaway aircraft over Sydney story revisited. Photo Kimberley Dunstan RAN 1958-1967. | Flickr - Photo Sharing!
Cheers
Mid 1950s: A Fleet Air Arm runabout and trainer, the Auster Autocar J-5G at Nowra - and the runaway aircraft over Sydney story revisited. Photo Kimberley Dunstan RAN 1958-1967. | Flickr - Photo Sharing!
Cheers
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Newspaper clipping here. Love the kill marking.
ADF-Serials Image Gallery :: Sea Fury VW645 (109) :: Auster52shootdown5
There was a pdf document on the Navy site but it has dissapeared.
ADF-Serials Image Gallery :: Sea Fury VW645 (109) :: Auster52shootdown5
There was a pdf document on the Navy site but it has dissapeared.
Grandpa Aerotart
The lead Meteor pilot on the Auster shoot down attempt was, then Sqd Ldr, later Wing Commander, Max Holdsworth.
In the early 80s he was a silver haired old Examiner Of Airmen with DCA/CAA - his nickname amongst us student pilots and instructors was 'Mad Max'. He could be a bit of an old cnt in fact. A friend of the family who served with him flying P40s in Milne Bay during the Pacific War reckons he was a 'grumpy old cnt' even when he was in his 20s.
He gave me (and MANY others) more than my fair share of grief on my way through CPL and Instructor Ratings...finally after almost literally destroying me on my Instructors Rating test he passed me with the words "I think you have a natural talent for this young man, congratulations"
Some little time later he sidled up bedside me in the Bankstown Briefing Office and I couldn't restrain myself "Hi Max.....I heard your weapon jammed?" We ALL knew the story.
He scowled at me - then a half smile - "Get fcked" picked up what he came for a shuffled off.
In the early 80s he was a silver haired old Examiner Of Airmen with DCA/CAA - his nickname amongst us student pilots and instructors was 'Mad Max'. He could be a bit of an old cnt in fact. A friend of the family who served with him flying P40s in Milne Bay during the Pacific War reckons he was a 'grumpy old cnt' even when he was in his 20s.
He gave me (and MANY others) more than my fair share of grief on my way through CPL and Instructor Ratings...finally after almost literally destroying me on my Instructors Rating test he passed me with the words "I think you have a natural talent for this young man, congratulations"
Some little time later he sidled up bedside me in the Bankstown Briefing Office and I couldn't restrain myself "Hi Max.....I heard your weapon jammed?" We ALL knew the story.
He scowled at me - then a half smile - "Get fcked" picked up what he came for a shuffled off.
Join Date: Dec 2009
Location: Directly under the earth's sunnnnn NOW
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The machine had no brakes and no tail skid - thus no friction drag.
How do you know it had no brakes? if the tiger had been retrofitted with a tail wheel than it must have also been fitted with brakes of some sort or you would never be able to stop as the original tail skid acts as a brake,
How do you know it had no brakes? if the tiger had been retrofitted with a tail wheel than it must have also been fitted with brakes of some sort or you would never be able to stop as the original tail skid acts as a brake,