FALL 2015 - Redstar Pilots Association

RED Alert
THE MAGAZINE OF THE REDSTAR PILOTS ASSOCIATION
FALL 2015
2
2
Red Alert Fall 2015
Red Alert Summer 2015
Red ALERT
Features
6
AirVenture 2015. . ..................................................................................... 6
70th Anniversary of VI Day
A Look Back In Time............................................................................ 10
Yak-52 Retrospective
Healthy Habits In My 60s And Beyond............................................. 16
Choosing A Healthy Lifestyle
20
Yak/CJ General Condition Inspection............................................... 18
Part 3: Testing And Documentation
the HUN.................................................................................................20
You Never Forget Your First Plane Or Your First Girl Friend
Bandit Flight Team...............................................................................26
NASCAR Aces
Russian Roulettes.................................................................................28
26
New South Wales Team
Mountain Mayhem. . .............................................................................. 32
Paso Prowess
The PLA Air Force Nanchangs. . .......................................................... 35
Team Red, White, And Blue, Chinese Style
The RPA Store........................................................................................36
Yakin' In Style
28
Columbus, Nebraska Spring Dust Off. . .............................................. 37
Midwest Camaraderie
Lucky Yakin'........................................................................................... 38
On The Edge Experiences
Anaxyrus Terestris Feces................................................................... 40
Toad Turds
32
Combat Vs. Training. . ...........................................................................42
Lessons Learned
Yak Hacks.............................................................................................. 44
Yak Workarounds And Substitutions
Columns
President’s Message. . ..............................................................................4
40
Over The Hump
Aviation Physiology Group..................................................................22
Three RPA Docs Step Up To Help
Dean Friedt's CJ-6. . ...............................................................................24
Frito Bandito
Red Alert................................................................................................ 33
Oil Pressure Drop Alert
42
www.flyredstar.org
3
President's Message
W
ith this issue, we have passed over the hump of the 2015 airshow and f lying season. Personally, it has been a great year so
far and it gets better until it is all over. The heat of our Texas summer
is over and, as our gorgeous fall weather sets in, I can now f ly all day
instead of avoiding the hours after early afternoon.
In addition to highlighting the content of your magazine, I will
discuss our new Aviation Medicine Committee, a new low-altitude
threat I learned about in our Oshkosh Check Pilot (CP) meeting, and
where we stand on the FAA’s waivered airspace reevaluation.
For the last five years, our objective has been to put something for
everyone into each issue. Thanks to our contributors and editors,
this issue does it again. The store article has a nice product update.
Two historical perspective articles feature the Yak-52 and PLA Nanchangs. Five safety and training articles cover both formation and
single ship operations using POHs, fighter pilot math, and personal
experience. Two maintenance articles cover the oil tank and the
third installment of the conditional inspection. Four articles cover
a couple of our formation teams and two
outstanding formation events. Rounding out the issue are two medical articles.
The first is near and dear to many of our
hearts, how to stay healthy as we age (or,
who is that guy staring back at me from my
mirror?). The second is an introduction of
our just formed Aviation Medicine Committee. More on this in a minute. I hope
you read and enjoy this issue from cover
to cover!
At Oshkosh, I had an enthusiastic conversation with Chuck “Cowboy” Crinnian, our current Flight Physiology Manager, about his
desire to enhance his contributions to the RPA. We decided to create the Aviation Medicine Committee with Cowboy as the Manager,
add two additional RPA member doctors, share the Red Alert article
writing duties, define their role with a mission statement, and provide the membership with f light related medical consultation. You
can read the mission statement and their bios in this Issue. On behalf of the RPA, I thank them for volunteering.
At our Oshkosh CP meeting, we learned how the FAA is using social
media to prosecute FAR violations. Yes, it seems that family, friends,
and bystanders who use i-anythings to record your daring and dramatic feats of breathtaking aviation, then uploading them to Facebook, twitter, YouTube, etc, have now provided the FAA with video
evidence to investigate/prosecute complaints or random discoveries.
Earlier this year, the FAA violated a 2-ship of jets for an off airport
low pass. Without going into FAR details, we were reminded that in
non-waivered airspace, stay above 500' AGL over unpopulated areas
(whatever those are) and 1000' AGL over populated areas (whatever
those are). Additionally, be aware that a pass down a runway below
500' AGL without the landing gear and with no intention to land
could be viewed as a low pass violation. Cameras are everywhere.
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Red Alert Fall 2015
If you f ly low, you will draw attention to yourself and might even
become someone’s movie hero or goat. Only you can ensure you are
a hero. Seems like movie star status might not be all it is cracked up
to be!
During the last year, one FAA Inspector’s concern about experimental aircraft mass formations overf lying crowds posing a safety
hazard and two non-FAST mass formation mid-airs in waivered airspace have shut down most stadium overf lights and raised concern
about the future of formation/aerobatic f lying in waivered airspace
both above 1000' AGL over/in front of a crowd, and below 1000' AGL
in the acro box. The FAA, EAA, FAST, FFI, IAC, and others have
been meeting regularly and often to determine if/and/or how these
operations can be conducted in the future. As of this time, it looks
like these operations will continue to operate. Here is a thumbnail of
what has been done and what is in the works:
1. If you are f lying formation in waivered airspace, carry a copy of
the FAA letter dated 22 April, 2015. A copy of this letter appears in
this issue of Red Alert (inside back cover).
2. If you f ly non-advanced maneuver formation (think aerobatic parameters) above
1000' AGL in waivered airspace, you don’t
need to do anything else to continue to do
this. The current FAA splatter patterns
were used to validate this f light envelope.
3. If you f ly non-advanced maneuver formation below 1000' AGL in waivered airspace in the aerobatic box using a straight
and level or photo pass pattern, you don’t
need to do anything more to continue doing this. The same splatter
pattern validation allows this.
4. If you f ly advanced maneuver formation below 1000' AGL in waivered airspace in the aerobatic box and momentarily project energy at
the crowd, you must be a member of an established formation team
with a published 2015 performance schedule. You must also have
either a current IAC low altitude performance card or have had your
team submitted to the FAA through FAST. RPA has eight named
teams. All were submitted to the FAA through FAST last month.
All were accepted and their names will appear on an FAA Letter of
Deviation which will allow them to f ly the rest of the 2015 season.
The Letter has not yet been published.
5. The long term fix is a detailed edit of FAR 8900 pertaining to the
levels of waivered airspace formation f lying discussed above. This
edit is in progress and there has not yet been a notice issued. Standby
for more info.
As always, Guys, train hard, train often, and please f ly real smart!
Terry “Mags” Slawinski
RedStar Pilots Association
VOLUNTEERS
OFFICERS
President Terry Slawinski [email protected]
Vice President vacant
Secretary vacant
Treasurer Gil Lipaz [email protected]
BOARD OF DIRECTORS
Southwest Scott Andrews [email protected]
Northwest Joe Griffith [email protected]
Southeast Cecil Boyd [email protected]
Northeast Rob Mortera [email protected]
Northcentral John Casper [email protected]
Southcentral Mark Davis [email protected]
National Mike Carter [email protected]
National Scott Glaser [email protected]
National Rich Hess [email protected]
MANAGERS
Standardization Skip Slyfield [email protected]
Maintenance Jill Gernetzke [email protected]
Aviation Medicine
Chuck Crinnian, MD [email protected],
Kim Slawinski, MD [email protected]
Herb Coussons, MD [email protected]
RPA Store Byron Fox [email protected]
RPA/FAST Records Mark Weidhaas [email protected]
Senior Sales and Advertising Kirk Heiser [email protected]
IT Timothy Wilde [email protected]
RED ALERT
Editor Mike Filucci [email protected]
Associate Editor Alan Cockrell [email protected]
Associate Editor Robert Genat [email protected]
Associate Editor John Warwick [email protected]
Sr. West Coast Correspondent Robert Genat [email protected]
CONTRIBUTORS
Craig Barnett [email protected]
Robert Genat [email protected]
Jim Koepnick koepnickphotography.com
Kim Slawinski [email protected]
RED
Rob Turchick [email protected]
Advertisers
Ladd Gardner Aviation Insurance................. 2
Don Mayer Parachute Shop............................ 9
Bruce's Custom Covers.................................... 9
CEP................................................................... 14
Compressed Gas Systems.............................. 15
M-14P ............................................................. 17
Crump Life Insurance Service ..................... 19
Pacific Coast Avionics.................................... 23
Flying Eyes....................................................... 31
Air Power Insurance...................................... 34
Whirlwind Propeller...................................... 37
Jetwarbird Training Center........................... 45
Retro Air Designs........................................... 46
Red Alert is your magazine and would not exist
without your input-your stories and experiences are what bring the magazine alive.
Mike
NEXT ISSUE WRITERS' DEADLINE
Winter: 25 November
Please submit material to:
Mike Filucci [email protected]
Material contained herein is published for examination and evaluation of the reader. The RedStar Pilots
Association has made no attempt to verify any of the
contents and accepts no responsibility for any items
printed in this publication. Articles written and published in this magazine are for entertainment only and
are the opinion of the author(s). They are not intended to be instructional in nature nor promote deviation from a published flight procedure in any aircraft
or technical flight manual, FAR, law or other regulation. The contents are not intended to be construed as
offering legal advice or counsel.
Alert
THE MAGAZINE OF THE REDSTAR PILOTS ASSOCIATION
Cover
John Shuttleworth leads a 4-ship
photo flight at AirVenture 2015.
Photo by Jim Koepnick
FALL 2015
www.flyredstar.org
5
AIRVENTUR
By Terry "Mags" Slawinski [email protected], photos by Jim Koepnick and Kim Slawinski
W
e had much to celebrate: the 70th anniversary of VJ Day
and the end of World War II, my 12th anniversary with
the RPA at Oshkosh, the RPA’s 3rd anniversary of the Wisconsin
Veterans Home f ly-by, and the first time I led a good friend and
new warbird owner into the jaws of Oshkosh arrivals.
I left Boerne Stage Airfield (5C1), Texas on 17 July and returned
on 28 July. The weather for the entire 12 days was the best VFR
conditions in my 12 years of Oshkosh. We had clear to partly
cloudy skies, highs 80°-85°, lows around 60°, mostly low humidity, and no rain. It was near perfect.
To Oshkosh
Our good friends from the Air Force, Dr. Chuck and Peggy Fisher, wanted to f ly their new/old Navion into OSH, but were a bit
intimidated at attempting it as first time f lyers. They also were
planning on camping under their wing. I told them that I had an
air conditioned room in my RV in Warbird Campground available, that I would be happy to lead them into OSH via the pieceof-cake Warbird Arrival, and that they could park their Navion
in Warbird parking—they said “two’s in!”
We f lew two very scenic legs through Muskogee, OK (KMCO)
into Clinton, IO (KCWI), a beautiful GA airport surrounded by
a sea of corn fields and $4.30/gal fuel. It made me think of the
movie Field of Dreams—if you build it, they will land! The next
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Red Alert Fall 2015
day, we f lew our last, short leg into OSH, arriving at noon on Saturday. We made our radio call over Fond Du Lac, cut one donut
over Warbird Island, then landed via the overhead on 27—with a
15 knot direct cross wind! Wish I had that one on tape because it
could become THE correct taildragger crosswind landing video
on the internet! After parking and schlepping our gear the short
distance to the RV, Chuck and Peggy said “WOW, this is the only
way to come to and stay at OSH, here is our money for the next
five years!”
Attendance
We had 34 members, five guests, and 19 aircraft on the ground.
We had at least one member from each region and aircraft from
as far away as New York, North Carolina, Florida, Texas, Arizona, and California. As you would expect, the North Central
Region was the most well represented.
Warbird Air Show Flying
We f lew four Air Shows including Monday’s Arrival, Tuesday’s
awesome standard show, Wednesday’s War in the Pacific special
show, and Saturday’s repeat of War in the Pacific.
For the Arrival Show, we launched 12 aircraft from OSH. We f lew
for approximately 20 minutes in our block above 1000' AGL, in
front of the crowd. Instead of f lying the traditional straight and
level passes using a dog bone pattern, I, again, elected to f ly mul-
RE 2015
tiple 360° and figure eight patterns, which kept us in view of the
crowd the entire time and gave the guys a more challenging and
enjoyable show to f ly. For our final parade pass at 500' AGL, we
f lew the “banana” pattern photo pass so the crowd could get a
partial planform view of our aircraft.
Tuesday’s Air Show featured four mass formation signatories
opening the show with a perfect five-group/70 aircraft simultaneous merge over show center! In my 12 years of warbird shows,
This was THE BEST opening I have ever seen! Five groups of
aircraft approached show center from four directions: northeast,
east, southeast, and south, ranging in altitude from 500' to 2500'
AGL. After our 500' AGL parade pass using the “banana” pattern,
we again used 360° and figure eight patterns in our altitude block
to remain in view in front of the crowd. We f lew 15 aircraft in the
mass formation and one aircraft paired with one of the Aerostars
in the 500' AGL fill pattern. This was a real treat for ACE card
carrying Jimmy Burke.
Wednesday’s air show told the Pacific War story. It opened with
the mayhem of Tora, Tora, Tora, f lowed through the Doolittle
Raid, the Island Hopping Campaigns, and ended with conventional, and nuclear B-29 raids. We f lew four aircraft in a dog
bone block above the crowd to add numbers and support our
WOA buddies honoring the Pacific War Veterans.
Saturday’s air show was a repeat of War in the Pacific. We f lew
six aircraft over the crowd in a dog bone block. I, again, used
360° and figure eight patterns to stay over the crowd for the initial part of our show. For the last half, I simulated the dog fights
that swirled through the air over every island and ship in the Pacific by either detaching one 3-ship or using the entire 6-ship f ly-
ing extended trail over the crowd using random smoke bursts to
simulate gunfire or damaged aircraft. As usual, the guys thought
this was the most fun of our air show f lying.
Non Airshow flying
We f lew two special events, a WOA sponsored dawn patrol photo
f light and our 3rd annual Wisconsin Veterans Home f ly-by.
On Wednesday morning at 0605, 12 aircraft started engines
to rendezvous with the B-25, Panchito, to get both video and
still photos for the EAA/WOA to use for the rest of the week
as features on the jumbotrons, located throughout AirVenture.
The mission was well f lown and the video/photos are awesome!
However, a GA landing crash on Runway 27 after the mission
launched closed the airfield for almost four hours. The guys got
back too late to f ly the Wednesday air show. Remember the first
rule: ITS ALWAYS SOMETHING!
www.flyredstar.org
7
On Friday, we launched four 4-ships and one photo ship for our
3rd annual Wisconsin Veterans Home Show. This Veterans home
is the largest one in the US and was started during the Civil War.
Hundreds of Vets live, are treated, or rehabilitate at this facility.
We added three new features to this year’s show. First, we used
the 360° and figure eight patterns to stay overhead, and give us
the chance to feature our pilots in dynamic formation maneuvers. Second, we detached each 4-ship to showcase individual
aircraft using a rectangular pattern. Third, we all landed at Waupaca Airport (KPCZ) to mingle with a busload of Vets, primarily
from WWII and Korea. Clearly, being among our aircraft and
sharing their stories made them feel 25 again! We were all very
honored to spend the afternoon with them. Oh, as a special treat,
the Wisconsin Wind Gods again served up a 15 kt direct cross for
our landings at both PCZ and OSH. I just love getting my cross
wind juices f lowing every year at OSH!
Dinner has a different theme each night. This year we enjoyed
burgers, brats, turkey, steak, BBQ, salad, ears of local corn, potatoes, and all the fixings. No dress code, no reservations, no driving, awesome seats for night air shows, and warbird camaraderie,
all for an all you can eat and drink $20 just can’t be beat.
Non Flying Events
Once again, the Sunday afternoon Warbird Picnic at the Nature
Pavilion is a great way to kick off the week. Beautiful summer
weather, yard bird, salad, ice cream, and beer shared with warbird buddies from all the signatories just can’t be beat!
Thursday morning, we held our Safety and Maintenance Seminar. We focused on the physiology of pulling Gs, the grey out and
black out warning signs, GLOC, countering Gs, and Gs in the low
altitude environment. John Shuttleworth gave a presentation on
f lap actuators and his locally manufactured replacement parts.
Craig Payne concluded the seminar with an update on his M-14
engine case left side circular transparent panel with easily visible
timing marks, his E-mag, and solutions for distributor cap firing
issues.
I would like to give a special RPA shout out to the Warbird Campground cooking staff who provide our Monday-Friday night all
you can eat food and drink. Dave and Sid Rothenanger, Paul
Wood, Steve Kirik, John and Erin Shuttleworth, and Buck Wyndham provide the infrastructure, planning, major funding, and
hosting. Jim and Beth Schmude do the heavy lifting. They are the
cooks who start at 0500 preparing two meals each day. Breakfast
is awesome, featuring eggs, omelets, various meats, and a locally
ground f lour for some of the best pancakes you will ever eat!
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Red Alert Fall 2015
A Salute to Our Parking Area Volunteers
Six or seven years ago, a very cool partnership formed between
Noel and Wayne’s warbird parking volunteers and the RPA. We
began working out parking/tie-down area dimensions/options,
taxi in/out procedures, integrating them into our briefings/debriefings, and sharing friendships with them, both on the line,
and in Warbird Campground. Personally, and on behalf of the
RPA, I thank all of them for their tireless support, can do attitudes, and friendship, both at Sun-N-Fun, and AirVenture.
I am also sending a singular thank you to my friend, fellow USAF
Veteran, and warbird/RPA volunteer, Wayne Williams. He told
me this is his last year as a volunteer. He is hanging up his orange
hat and vest and relinquishing the keys to his Gator. It has been
my honor and pleasure to work with him at AirVenture. I hope
he will not be a stranger to Oshkosh. I hope to see him there in a
less hectic mode.
Forlorn Furball
I left OSH Monday morning, 27 July. Seemed like only 20 airplanes were left of the thousands that were there. Once again,
Furball II and I were the last RPA plane in warbird parking. As
I walked around the grounds in the setting sunlight on Sunday
night, I once again appreciated how vast a venue Oshkosh is and
how much I relish my hectic week f lying with and representing
the RPA.
I landed at 5C1 on 28 July after 12 days, 12 sorties, 24 f lying
hours, 1900 NM f lown, four FAST/WOA meetings, and one RPA
seminar. I was glad to be home and can’t wait to do it again next
year!
If you haven’t been to AirVenture in a while, consider joining us
next year. We'll keep you posted on what we are planning.
Don Mayer’s
PARACHUTE SHOP
Saving Lives since 1973
Parachute Sales, Inspections and Packing, and Repairs
We always welcome outstanding photography of Yaks and CJs
here at Red Alert. With this issue we welcome a new contributor
who's excellent photos grace this article on Oshkosh and this issues cover. A snappy salute from the staff in the RPA's editorial
offices to Jim Koepnick for allowing us to use his dramatic photos.
If you'd like to see more of Jim's work take a look at his website,
koepnickphotography.com.
Squadron
306
$1,700
Pepperell Airport, 165 Nashua Road, Pepperell, MA 01463
(978)433-8550
[email protected]
www.parachuteshop.com
www.flyredstar.org
9
A Look Back
Yak-52 Retrospective
In Time
By Jill Gernetzke [email protected]
S
ometimes it is necessary to be retrospective—to take a look
back in time in order to more fully appreciate the current state
of affairs. Nowhere is this statement truer than in aviation. Indeed, the only powered airplane that had no true predecessor was
the Wright Flyer or, perhaps, the Heinkel He-178, the first true
turbine jet aircraft. To think these pioneering aircraft did not
rely on the efforts, talents, trials and errors of men and women
that came before them would be a grave injustice.
And so it is for the Yakovlev Yak-52. Many know the history of
the Yak-52 since inception and the airplane’s specifications and
performance limitations. But how many know the origins of the
aircraft—the heritage, pedigree or lineage of what became the
Yak-52? As it turns out, our Yak-52 has quite an interesting story
and a very special family tree. As with most great accomplishments, the beginnings were very humble.
Alexander Yakovlev
Alexander Sergeyevich Yakovlev (1906-1989), founder of the
aeronautical design bureau that bears his name, designed a whole
range of military aircraft including the Yak-52. Before becoming
a student of the Air Force Academy of RKKA (Red Army), Yakovlev worked as a motor technician. While still in his twenties,
he built the AVF-10 glider in 1924 and ultralight aircraft AIR1 in 1927. These first designs were sport and training aircraft
which remained an interest for Yakovlev throughout his career.
In 1932, Yakovlev established his deign bureau and in 1935 became its main designer. During WWII, he served as the Vice
Minister of Aviation Industry. After the war, he was the chief
designer for the Yakovlev Design Bureau from 1956-1984.
During his long career, Yakovlev served as a correspondentmember of the USSR Academy of Science and was awarded the
Hero of Socialist Labor in both 1940 and 1957. In 1946 he was
awarded the title “General-Colonel of Aviation,” and in 1976 he
became an academician of the USSR Academy of Science. Alexander Yakovlev retired August 21, 1984 and died in 1989.
Among the aircraft manufacturers from the former USSR, the
OKB A.S. Yakovlev Design Bureau developed a wide range of
types, from small light trainers (UT-2, Yak-18, Yak-50,-52,-53,54,-55), to fighters equipped with piston engines (Yak-1,-3,-7,-9),
and jet engines (Yak-15,-17, -19, -21,-23,-25,-28 ), including VTOL
fighters (Yak-36,-38,-141), and business/regional transport aircraft (Yak-40, Yak-42).
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Red Alert Fall 2015
The Lineage Begins: The Yak-11
The first tandem two-seat trainer Yakovlev produced in large
numbers was the UT-2. Many Red Army pilots during WWII
trained on one of the 7,243 UT-2 aircraft built. At the end of the
war, the Yak-11 was produced for fighter training, based on a
derivative of the Yak-3 (the Yak-3U), armed and equipped with a
700 hp radial engine.
The Yakovlev Yak-11 was a trainer aircraft used by the Soviet
Air Force and other Communist Bloc air forces from 1947 until
1962. Based on the successful Yak-3 fighter, the Yak-11 became
the Soviet Air Force’s most widely used trainer and is considered
of equal importance as the T-6 Texan.
Due to its Yak-3 lineage, the Yak-11 has recently seen widespread
popularity among warbird enthusiasts. Souped-up versions of
the Yak-11 can be frequently seen at air races. About 120 Yak-11s
remain in airworthy condition.
The Old Man: The Yak-18
In May 1945, Yakovlev began design of the Yak-18 two-seat primary trainer to replace the earlier Yakovlev UT-2 and Yak-5. The
new aircraft f lew a year later, powered by a Shvetsov M-11 fivecylinder radial engine and featuring a retractable tailwheel landing gear.
The design of the Yak-18 used elements from the UT-2 (wing,
fuselage, and cockpit), the Yak-5 landing gear, and the Yak-13
engine cowl and general layout. Starting from 1948, 5,680 Yak18 and Yak-18U (a version with tricycle landing gear) were built.
carriage from the tricycle version of the Yak-11.
The Cousin: The Yak-50
In 1972, a prototype airplane based on the Yak-18 basic trainer
was developed. This new model, the Yak-50, was a single-seat
aerobatic aircraft with an all metal structure and fabric covered
control surfaces. The wing central section, as on Yak-18 series,
was eliminated, as the wings attached directly to the sides of the
fuselage. Among the improvements in this design were semiretractable landing gear similar to that on the Yak-18, pneumatically operated brakes and engine starter, and the legendary
Vedeneyev M-14P, nine-cylinder, four-stroke, air-cooled, supercharged radial engine, rated at 360 hp. With its low weight, high
power, and agile airframe, the Yak-50 was an exceptionally fine
handling aircraft and twice won the World Aerobatic Championship.
The design proved exceptionally easy to build and maintain, and
it continues in production today in two of its many variants: the
four-seat Yak-18T, and two-seat Yak-54.
In 1956, the AI-14R nine-cylinder, 260 hp radial engine replaced
the M-11FR 160 hp engine to achieve better performance. From
this version, the Yak-18P single-seat, fully aerobatic version was
built in 1959. The Yak-18PM with a 300 hp AI-14RF engine, tricycle landing gear aircraft was built in 1966. The Yak-18PS tail
wheel version was also produced. A civilian model, the Yak-18T
four place touring aircraft was made after 1974.
A common, but erroneous, belief is that the Nanchang CJ-6 is
a Chinese version of the Russian Yak-18A. Its predecessor, the
Nanchang CJ-5, was a Yak-18 design built under license. However, advancements in pilot training brought a need for a new
aircraft with improved performance and a tricycle landing gear.
When the Soviet Union developed the Yak-18A, the People’s
Liberation Army Air Force (PLAAF) engineers decided that its
performance and design would not suit China’s needs. The Nanchang CJ-6, produced in China, is a completely different aircraft
to the Yak-18 but uses some Yakovlev features such as the under-
The Yak-52
As the 1970s began, demand for a new more versatile and modern
trainer grew as a new generation western trainers left the Yak-18
behind at international airshows and aerobatic championships.
By leveraging design elements of the Yak-18A and the recentlydesigned Yak-50, Yakovlev met the demands for a new trainer
with the Yak-52. The Yak-52 replaced the Yak-18 and a production of 1,000 ships was required for the following 10 years. In
1976, through an agreement within Comecon, it was decided to
manufacture the Yak-52 in Romania.
For the production of the aircraft, I.R. Av.-Baca was selected and
in 1991 production was moved to Aerostar S.A. where it remains
today. I.R. Av.-Baca already had a long history in the overhaul of
military jets (Yak-17, -23, MIG-15, -17, -19, -21, and IL-28) and
was the main contractor in the construction and testing of the
prototype of the IAR-93 ground attack aircraft.
The detailed design started in the USSR in 1975 and in 1976 the
technical documentation started to arrive in Romania. The factory began the construction of the assembly jigs and fixtures. Although the initial Yak-52 design called for stringers spot-welded
www.flyredstar.org
11
to the wing cover panels and countersunk rivets, these two technologies proved too expensive and their use was abandoned in
the production aircraft.
The prototype was brought from the USSR on the deck of an AN12. That aircraft was never f lown in Bacau, being used only as
a mock-up. The manufacture of the first Romanian prototype
started in 1977 within the I.R. Av.-Baca Airframes Overhaul
Facility. In the plant, production of landing gear, hydraulic and
pneumatic equipment started.
In 1977 it was decided to make an investment in a new plant intended to be used exclusively for the Yak-52 series. Here, in what
was later called the FCAv—Fabrica de Avioane Usoarc (Light
Airplanes Factory), the Romanian prototype (c/n780102) was
finished and rolled out on April 28, 1978. After several ground
tests, the first engine runs were made on May 9, 1978, and around
May 20, 1978 the first unofficial f light by pilot Teodor Coman
was made. At that time the aircraft was not painted and was provisionally registered to the Romanian Air Force as Red 0102. It
was later painted in the colors of the DOSAAF and registered
as Yellow 01. It was handed over to the Soviets after the official
reception f light performed on July 22, 1978 by Dmitri Mitikov, a
test pilot of OKB Yakovlev.
After the manufacture of the first batch of two aircraft (c/n
780102 and 103, until the end of 1978, plus an airframe for static
tests (c/n 780101), and another for dynamic tests (c/n 780104) in
the following year, production started with aircraft c/n 790105
(01). That was followed by two batches of five aircraft, five batches of ten aircraft, and all of the following batches had 15 aircraft
each.
Although the inter-governmental agreement provisions allowed
deliveries of the aircraft to Eastern Bloc countries after completing the deliveries to the USSR, the huge quantity ordered by the
Soviets meant they were the only customers of the aircraft during
that period.
In the USSR, the aircraft was used with the DOSAAF Aeroclubs
paramilitary sport f lying organization and was used as the basic
trainer for students often no older than 14 or 15. The official entry into DOSAAF service took place on May 8, 1979 on Tushino
airfield. The first DOSAAF pilots to f ly the Yak-52 were Dasum
Najmutdinov, the trainer of the aerobatic team of USSR, and Yuri
Komitzin, the Chief of the Central Airclub.
The production rate increased year after year throughout the late
1970s and into the 1980s. In 1979, 24 were delivered, plus two for
factory tests. In 1980, 83; in 1981, 120; in 1982, 151; in 1983, 167;
and in 1984 the maximum annual production rate of 189 was
reached. Sometimes, as many as 25 aircraft were produced in one
month. For the next six years, the annual production rate varied
between 150 and 160 aircraft. Factory delivery of the finished
aircraft was made to the USSR in wooden crates sent by rail. In
October 1983, the 500th aircraft (c/n 833710) was delivered and
in 1986, the 1,000th aircraft (c/n 867008) left the factory.
At about the same time in the recently established FMR Engines
and Gearboxes Plant of I.Av. Bacau, manufacturing of the M-14P
12
Red Alert Fall 2015
engines started. In addition, the M-14V26 version for the Ka-26
helicopters were being made. In the 1980s, the only customer for
the Yak-52, except the USSR, was Aviatia Militara a Romaniei
(Romanian Air Force), which introduced the aircraft at the beginning of the 1980s as the Iak-52 in their inventory along with
IAR-823 within the unit based on Poscani airfield. At the same
time, Yak-52s became part of the Scoala Militara de Ofiteri de
Aviatie (Military Flying School) of Bobocu-Buzau (23 aircraft
were finally delivered).
During the manufacturing process, the aircraft was subject to
upgrades, including:
•
Rounded wingtip made from welded sheet metal was removed starting with the 16th aircraft and the wingspan was
reduced to 9.3 meters.
•
Stall speed sensor and warning was installed starting with
c/n 822801 and retrofits to past production.
•
Baklan-5 radios were installed starting with the 121st aircraft.
•
Replacement of the Varley battery with the 12ASAM-23 and
retrofit to delivered units started with c/n 822502.
•
Reinforcement of the wing spar attachment joints to the fuselage was introduced on c/n 866501 (April), following Service Bulletins 59R and 60R.
•
Retrofit kits were made available to the overhaul center from
Shahtiy, near Rostov-on-Don (later, a spar strap was added
by Service Bulletin 107A).
Related to the spar configuration (1997), the Yakovlev Design
Bureau issued a Service Bulletin which divides the aircraft production into four groups:
1. Those between c/n 780102 and 866415, with G limits of +5/-3
2. Those manufactured before 1986, but complying with SB 59P
and 60P, with G limits of +7/-5
3. Aircraft from 866501 with heavier reinforced spars, G limits
of +7/-5 for intermediate aerobatics only
4. Those complying with SB 107A, by the addition of a spar
strap for reinforcement, can be used for advanced aerobatics
with G limits of +7/-5
From 1983 until July 1993, a service team from the Romanian
manufacturer was placed in the Ukraine to perform certain upgrades for service aircraft. In 1982, Yakovlev released the prototype of a single-seat version for aerobatics with a tricycle landing
gear, derived from the Yak-52—it was the Yak-53. The prototype
was built by the Progress plant in Arseniev (near Vladivostok)
and was f light tested by M. Molcianiuk and A. Sinicin. The development was abandoned in favor of the Yak-55. A Yak-52 light
attack version of the plane, the Yak-52PSh, was designed for use
in Afghanistan but was canceled in the early design stage.
At the end of 1991, after the delivery of the last batch of 40 aircraft, the long-term contract with the recently-dissolved USSR
expired and, due to the political and economic conditions in Rus-
sia, it was not renewed. The first commercial customer interests
came from Canada and the U.S. Attracted by the Yak-52’s aerobatic performance capabilities as well as by its reputation as the
aircraft in which Red Army pilots were trained and, of course, its
war bird appearance, the first deliveries to private customers in
the U.S. were made in 1992 and 1993.
•
Luggage baggage compartment was created behind the aft
seat
•
Fabric surfaces of the f light controls were replaced with metal surfaces
•
Up to this time, several Yak-52s were delivered to private owners in the U.K., U.S., Canada, Italy, and Denmark, with the U.S.
having the largest number of aircraft. Sales were hampered by
the lack of FAA certification. Between 1991 and 1993, there was
an attempt to “Westernize” the Yak-52 by the installation of a
six-cylinder, 300 hp Lycoming engine and by the refinement of
the geometry (canopy and tail) and a new cockpit layout. Two experimental models (functional mock-ups), named Condor were
made by modifying two Yak-52s and ground engine tests were
performed, but the program was canceled before first f light.
Pneumatic brakes were replaced with hydraulic Cleveland
brakes
•
Two supplementary “wet” fuel tanks were placed in the wings
thereby increasing the aircraft’s range up to 750 miles
•
Lights (landing, position and cockpit) were added or modified to aid in night f lying
•
Fixed wing stair step was added on the left wing
Military History
Although the Yak-52 was in production for more than 15 years,
in the 1990s it was selected by the Romanian Air Force as a basic trainer. It was also selected by the Hungarian Army at the
Szolnok Military Flying School. During the first quarter of 1994,
12 aircraft were delivered with GPS and a transponder—it was
called the Jak-52. Today, the planes are in the inventory of the
third Training Squadron of the MH-89 Szolnok Joint Transport
Regiment. In 1997, 12 aircraft were delivered to Vietnam and
were almost certainly assigned to the Trung Doan (Regiment)
910 based at Nha Trang, the unit used for primary training within the Vietnamese Peoples Air Force.
After the dissolution of the USSR, some Yak-52s left in the
DOSAAF in Lithuania were placed into military use within the
two squadrons of SKAT—Voluntary Border Guards, now KASP,
Voluntary State Defence Service at Luvosles, which has four in
service (only two airworthy), plus one mounted on a pole as a
gate guard. Nine are in storage, while Eskadrile II at Silute has
three in service.
In 1995, a formation of Yak-52s celebrated the opening of the
50th anniversary of the end of WWII by skywriting the number
50 over St. Petersburg, Russia.
Yak-52 Variants and Future
The standard Yak-52 has a 360 hp, nine-cylinder Vedeneyev M14P air-cooled, radial engine with a two-blade variable pitch,
wooden V530TA-D35 propeller, and holds approximately 30 gallons of 100LL fuel. As with most successful airplane designs, the
original Yak-52 has fathered several variants.
The first major variant is the Yak-52W (the “W” stands for Westernized), created in 1999 by AEROSTAR, the only manufacturer
of Yak-52s. The major modifications introduced for this new production aircraft include:
•
Russian avionics and instruments were replaced with American models (mainly Garmin models)
•
Two-bladed propeller was replaced with the German-manufactured MTV-9 three-bladed propeller
The second major upgrade of the aircraft is the new production
aircraft version Yak-52 TW (the “TW” stands for Tail Wheel),
created in 2001 by AEROSTAR and U.S.-based Gesoco Industries. The major modifications incorporated into the Yak-52W
have remained in the TW, and additional modifications and improvements were made. These include:
•
Engine was upgraded to the M-14PF XDK (400 hp) equipped
with an MTV-9 three-bladed propeller, specifically constructed for the 400 hp engine
•
Nose landing gear was replaced with a tail wheel
•
Main landing gear was redesigned to be fully retractable into
the wing for drag reduction
•
Both cockpits were extended to accommodate taller and bigger pilots
•
Front cowling was modified (similar to the Sukhoi) to eliminated the front engine gills
•
Batteries were repositioned aft of the firewall for better balance during aerobatics
•
Oil cooler was repositioned into the leading edge of the right
wing
Aerobatics teams from the U.S. (Team Aerostar, etc.) and Europe
(Lacarii Acrobati from Romania) currently f ly Yak-52 TW.
In 2004 another version of a tail wheel aircraft was developed
by TERMIKAS in Lithuania. This version was named the YAK52 TD (the “TD” stands for tail dragger). This version involves
modifying a traditional tricycle gear Yak-52 to accept a tail wheel
while retaining the aircraft’s original Russian avionics and instruments. A “kit of parts” for the aircraft conversion is available.
Today, the Yak-52 is still under production at AEROSTAR in
Romania. Although manufacturing quantities are down from
the peak output of the 1980s, new aircraft are being produced
in batches in the various configurations (Yak-52, Yak-52W, Yak52TW) based on military and civilian customer orders.
As of this writing, there are currently 210 Yak-52s, 13 Yak-52Ws
and 28 Yak-52TWs on the FAA Registry. The constant stream of
Yak-52s into the U.S. slowed to a trickle, as supply has dried up
and prices have ratcheted skyward because of the weakening of
the U.S. dollar. The vintage of used Yak-52s arriving is typically
www.flyredstar.org
13
in the early 1980s. Interestingly, these are aircraft that which importers may have snubbed their noses at previously. Domestic companies are also seeing the American spirit of enterprise and entrepreneurship take hold as they search for upgrades and alternatives
for these aircraft. It is common for an owner to fabricate a part and offer it to others in the Yak community. Do not be surprised to
see the f leet go through a metamorphosis over the next five to ten years. A true stock Yak-52 may soon be a novelty.
Throughout her life, the Yak-52 has served in the air forces of Armenia, Georgia, Hungary, Lithuania, Russia / USSR, Vietnam and a
host of other countries in a variety of capacities. It has won numerous international and world championships in aerobatics and f lies
proudly today in the west in the hands of men and women who recognize her heritage and appreciate her gracefulness, power, beauty,
and performance. Please treat her gently and with respect—she is a true war bird who served her countries proudly during a critical
time in world history. She still has a lot left to teach us—even after all these years!
Performance
Never exceed speed: 419 km/h (450 km/h with all ADs) (226 kts)
General Characteristics
Crew: 2
Maximum speed: 272 km/h (147 kts)
Length: 7.745 m (25 ft 5 in)
Cruise speed: 237 km/h (128 kts)
Wingspan: 9.3 m (30 ft 6 in)
Stall speed: 111 km/h (60 kts)
Height: 2.7 m (8 ft 10 in)
Range: 510 km 275 nm as standard
Wing area: 15 m² (161.5 ft²)
Service ceiling 4000 m (13123 ft)
Empty weight: 1,015 kg (2,238 lb)
Rate of climb: 7 m/s (1400 ft/min)
Max takeoff weight: 1,305 kg (2,877 lb)
Powerplant: Vedeneyev M-14P nine-cylinder radial engine, 266
kW (360 hp)
14
Red Alert Fall 2015
LANDING LONG FROM AN OVERHEAD
Our job as flight leaders is to take care of our wingmen. We must mitigate risk and stack the deck in favor of successful outcomes under all circumstances.
Last century, the Air Force taught me to always land into the wind, at the approach end of the runway in the normal touchdown zone, brake as required
without melting them down to exit the runway in a timely manner, then proceed to parking again in a timely manner to minimize engine/oil heating and
maximize fuel savings. This procedure maximized runway length in front of me for contingency use like brake failure or loss of steering. 43 years later, I
still use the same procedure. If anything on the runway or in my approach jeopardizes my landing procedure, I go around because nobody ever talks to an
Ops Officer, Chief Pilot, or the FAA for going around.
When I use my above landing procedures in combination with the RPA Formation Manual overhead procedures, I can be stopped 2000-2200 feet from
the threshold in light winds doing a wheel landing and waiting until the tailwheel is on the ground before applying light to moderate braking.
Under normal circumstances, the Air Force never taught me to land long as a flight lead to give the wingmen more room to land or less turbulent air for
the following reasons:
1. Landing long needlessly reduces that most valuable quantity of runway in front of me.
2. Military and FAA analysis of wingtip vortices, jet and prop wash shows that they descend at several hundred feet/minute below the landing aircraft to
the runway surface. Headwinds will push the vortices toward the threshold of the runway, clearing them from the normal touchdown zone. Tailwinds
will push the vortices further toward the departure end of the runway through the normal touchdown zone.
3. Military and FAA guidance directs aircraft landing behind another to remain at or above the preceding aircraft’s flight path and land at or beyond its
touchdown point.
Using standard piston engine overhead procedures contained in the RPA Formation Manual, a 5 second Break Interval (BI) results in a 10 second Trail
Interval (TI). 120 KTS (202 FPS) is maintained throughout the break. This results in the desired 2020 foot trail interval which wingmen are directed to
maintain. Therefore, preceding aircraft could be clearing the runway at a convenient midfield taxiway before trailing aircraft could catch them.
Based on the above information, the land long technique is a poor risk management tool. It has the potential to expose all flight members to the following
safety of flight hazards:
1. The reduced runway landing length may be too short to stop in under normal and/or abnormal circumstances.
2. The technique violates established Military and FAA wake turbulence guidance.
3. The technique places the wingmen’s flight paths into airspace wingtip vortices will descend and drift into.
4. Proper landing spacing is generated by properly flying the RPA overhead procedures. If additional in trail landing spacing is required, delaying a few extra seconds before rolling off the perch is the proper method, not violating wake turbulence guidance and intentionally flying into contaminated airspace.
In addition to these safety issues, this technique has the potential to violate my learned landing procedure and spoil the flight’s return to the ramp:
1. The leader’s long landing may require the use of a departure end taxiway thereby prolonging the flight’s time on the runway.
2. The wingmen’s more normal landing would require more time on the runway to taxi to the end to catch the leader, thereby prolonging the flight’s time
on the runway and return to the ramp.
3. If the wingmen use a midfield taxiway to expeditiously clear the runway, the flight could potentially clog taxiways getting rejoined and prolong their
time returning to the ramp.
For all these reasons, the standard RPA overhead described in the Manual uses the standard approach end landing zone for all aircraft and does not
include the land long technique as a normal alternative.
There is one use for the land long technique. In a unique venue like Oshkosh runway 36 operations, landing at the approach end of the 8000 foot runway
and parking in the northwest Warbird parking area would needlessly prolong time on the runway and taxi distance. Planning to land about 3000 feet
down the runway would shorten this time and distance. However, it is imperative for all pilots to be briefed on and fly to the designated touchdown zone
otherwise, all the bad stuff mentioned above would needlessly become a significant safety factor.
The bottom line for me is, if it ain't safe to do as a single-ship, it ain't smart to do in formation.
Terry “Mags” Slawinski, [email protected]
air tank hydro
testing
little
sticker
big deal
CGS
Compressed Gas Systems
www. CGS.aero
13829 Artesia Blvd, Cerritos, CA 90703
(855) 875-2226
FAA 20XR229C
www.flyredstar.org
15
Healthy Habits In My 60s
And Beyond
By Rich "Mongoose" Hess [email protected]
A
s I write this I am three months from my 62nd birthday. I am
a wide-body captain for a major airline, a former military
pilot, and an active husband, father, and grandfather. I am so
busy and it just seems to be getting faster as I get to the bottom
of this hill called life. I’m only ten years from the age both my
parents died and I want to live well beyond their years. What can
I do?
As an avid sportsman and military pilot I have always been an
active participant in sports and exercise. When younger I played
most team sports: football, baseball, basketball, soccer, and lacrosse. As I got into my 40s and 50s I gravitated towards individual exercise. It was not uncommon for me to do 100 miles of
roadwork each week by running, biking, rowing as well as keeping my core strong by lifting weights.
However, as I approached 60, my busy schedule seems to sap the
energy and motivation out of me, along with a commensurate
increase in weight as my metabolism slowed down. I weighed 155
pounds when I graduated high school, 175 pounds when hired by
the airlines 28 years ago, and 221 pounds this year. Being busy
and on the road makes it really hard to eat well. I finally decided
it was time to do something about it.
DIET
The first thing my wife, a retired nurse, did for me was to map
out a reasonable diet. I’ve been known to skip meals when busy
but then you tend to binge when you finally do stop to eat. Not
good. I now try to avoid fats and carbs as much as possible, I do
count calories, and I try very hard to eat only fresh foods prepared at home. Following are some examples of my meals.
Breakfast—I get bored easily and I don’t usually eat a big breakfast so I will have some cereal, yogurt, or fruit. I grew up in New
York and I miss my hard rolls and bagels but I’m trying to be
disciplined.
Lunch—I try to keep lunch small and simple. I typically eat a
tuna or lean meat sandwich at home with some almonds or other
low calorie snack and plenty of water. On the road I tend towards
fresh salads. You just have to be careful since a high calorie, high
fat, salad dressing just negates the benefit of the salad itself.
Dinner—Again, being a New Yorker, there is nothing tastier than
a fresh-baked pizza or home-made pasta with meatballs and ravioli. Don’t I wish! So, my wife and I are exploring many different
recipes for tasty, filling, and low calorie meals. Lean meats and
veggies, fresh garden salads with some lean meat, and plenty of
fish. Also, don’t forget to limit your alcohol intake. I usually have
one or two glasses of red wine with dinner.
Desert—My wife has a couple of really good recipes for a whipped
cream type of topping and fresh berries. Modern supermarkets
make it possible to have a large selection year round.
16
Red Alert Fall 2015
EXERCISE
I’ve been able to get back into my exercise routines from ten years
ago. You just have to make the time and religiously stick to your
routines. I’m averaging about half of what I used to do for road
work but my body now looks forward to those endorphin filled
moments after a 45-60 minute workout.
I still bike and row, but at my current weight I am more comfortable with power walking versus jogging. I just want to avoid
damaged knees. I also lift weights: bench press, curls, shrugs,
military press, triceps, and stomach crunches. The difference is
I stay with lighter weights. I’d rather do sets of 135 lbs on the
bench than to struggle with 185-205 lbs and suffer an injury.
As an international airline pilot I’ve been impressed with the
facilities many of our layover hotels have for sports and exercise. Take advantage of them. When I’m in Japan or China and
12 hours out of sync with my body clock, I find regular exercise
and a good diet can help me cope with the jet lag and keep me on
my regimen.
RESULTS
So far I’ve been extremely pleased with the results. I feel my energy and endurance returning. I’ve dropped over 12 lbs to date,
and can now put on my socks and tie my shoes without my belly
interfering! Also, I feel so much more comfortable in my clothes.
On top of that, my last physical exam showed a 15 point drop in
diastolic and systolic blood pressure!
There are important lessons I’ve learned in the last few months.
First, you have to figure out what you like in terms of diet and
exercise so that you will stick with it. These are lifestyle changes
I want to incorporate for the rest of my life.
Finding the right diet is hard. Once you find what works for you,
stay with it. Yes, I try to avoid sodium, fat and carbohydrates, but
it has to be a routine you can stick with long term. Also, let yourself have a little fun once in a while. What’s the point of life if you
never get to have cake or pizza? Experiment. There are countless
websites and books with cooking ideas and recipes.
Find the kinds of exercise you like and are willing to do every
week. Make an hour per day available, rotate through different
routines and take a day off one day per week. Build up slowly. It
takes a few months to truly start improving your conditioning
and strength before you step to the next level of a particular exercise. Don’t be in a rush. This is for life!
CONCLUSION
A healthy lifestyle is your choice. Sure, our busy lives interfere
with schedules and routines but it is your own self-discipline that
makes or breaks your commitment. My goal is to retire in a few
years and live long enough to watch my grandchildren grow into
adulthood. It is too easy to ignore what is needed. Success or failure is yours to decide. I say again, it’s a matter of self-discipline.
As Spock always said, “live long and prosper…”
LIVING WILL
Rich is “spot on” with his analysis of the correlation of flying wide body aircraft can lead
to becoming a wide body. The normal aging process coupled with reduced activity,
poor diet, stress, sleep deprivation, and other lifestyle issues will more likely than not
cause increased pilot gross weight. He had the situational awareness to recognize the
issues and take corrective action. The result of not addressing these issues will prematurely terminate your flight plan. Get a “Will to Live”. This is a universal problem in our
pilot community. It is time for all of us to become introspective and do this analysis/
condition inspection on our own bodies.
The article also points out that we cannot reverse years of physiologic decline in just a
few interventions. A rational exercise plan and sticking to the plan is most important.
Rational diets with quantity and food type are also a foundation for success. It is OK to
have an excursion for a good diet, once in a while. Modifying your life and health is a
process, not a quick fix.
Most important is self-discipline and control. We all can do this. You would not be RPA
pilots if you did not have this trait. Let’s make positive changes to our individual health
and welfare a team sport. We all need some mutual support to make this happen.
I was at home discussing a living will with my wife. I told her that I did not want to be dependent on machines and have fluids given to me in a bottle.
She unplugged my computer and took my bottle of beer away!
Chuck “Cowboy” Crinnian, MD
www.flyredstar.org
17
Yak / CJ
General Condition
Inspection
By Craig Payne [email protected]
P
reviously, Part II in this series discussed the inspection and
maintenance phase where the hands-on work is performed.
Now, Part III reviews the testing and documentation phases.
Inspection/Maintenance Clean-Up
Following completion of the checklist and maintenance; best
shop practices dictate a tool inventory of everything that was
used during the work phase. Small tools have a way of ending up
inside the airplane in places where you would not expect to find
them. In the wrong places, serious harm could result.
Button Up
At this point, I re-install every panel and part removed with the
exception of the cowling. Depending upon what was done, firewall forward, the upper cowl may not have been removed, merely
propped up. Since the run-up is next, I sometimes strap the upper cowl down with a cargo strap covering the lower valve covers
and up and over the upper cowl. Be sure and replace the lower
cowling pins so they do not f lop around in the prop wash. One
detail that has escaped me a few times is to be sure and set the
firewall fuel shutoff back to “on”. Starts easier that way!
The Run-Up
Conduct a thorough pre-f light using your checklist, pay attention to how the rear cockpit controls and switches are supposed
to be configured. After the start and warm up, use the pre-inspection run-up recording sheet and compare readings for all
checklist items. Repeating the pre-inspection run-up and operational checks serves to verify that the airplane is at least as good
as when the annual started. This is not a guarantee!
Post shutdown, check for f luid leaks of any kind. Oil leaking out
the valve covers due to a wire being off-track seems to happen to
me more than I’d like. Air leaks can happen where none existed
before the inspection because the air system was opened in different places. NEVER go and f ly without doing the run-up, shutdown and inspection. Find all the surprises on the ground. Generally, it takes me two ground runs to check-off every squawk.
Paperwork
Technically, a shop would require a logbook entry before f lying
stating exactly what the Operation Limitations require. I structure my paperwork in three areas:
The checklist used to inspect the airplane along with notes I take.
This is what a customer gets for their record; a document of what
was done, what was checked and what was not due for maintenance. For my own airplane, the checklist tells me what I did in
detail, at the next annual. Airworthiness directives may actually
apply if certified equipment is installed even though our aircraft
18
Red Alert Fall 2015
are certified as Experimental-Exhibition. This issue is especially
important if logbooks certify that the aircraft is IFR equipped
and is maintained for that purpose. Aftermarket items such as
parachutes, harness, avionics, and some propellers are subject to
AD’s regardless of aircraft certification. Service Bulletins are another matter. Many are merely designed to limit the component
manufacturer’s liability by telling you to check what you should
check anyway. Evaluate each SB on it’s merits.
Logbook Entries
Airframe, Engine, and Propeller, based on the checklist for documenting the major inspection items, such as compression readings and any work performed, such as “removed wheel bearings,
cleaned, inspected OK, and re-lubed with Aeroshell #5 lube.”
Logbook entries like this should be structured as follows:
•
What was done; a periodic inspection task or maintenance.
•
How was it done; “IAW” (in accordance with) manufacturer’s
maintenance manual, Task Card #xxx, or some other such
reference. Total Time of the airframe, engine or propeller,
whichever the entry is done for.
•
Who did it; Owner or A&P, along with their license number,
printed name and signature. Even if you are an IA, use the
A&P since Inspection Authorization is not required for return to service.
•
When was it done, the date finished; along with the signature line this is the return to service statement. An actual
statement saying “Return to service” is not required as it is
implied. In all cases state the relevant airframe, engine or
propeller’s Total Time.
•
The General Condition statement specified in the operating
limitations in the Airframe and Engine logbooks. (See figure)
Test Flights
Test f lights, as in more than one. The first f light is over the airfield, above pattern altitude so that a power-off landing can be
safely made from any place on the f light path. Check for normal
operation of all controls and vary throttle and propeller settings.
Observe all pressures and temps, looking for any variation from
normal operation.
After about twenty minutes of this check-out, I prefer to drop
down into the pattern for some touch and go’s. This cycles the
gear and exercises the f laps and propeller. Pay attention to
whether or not the air system charges properly and holds pressure in both main and emergency systems.
Part 3: Testing and Documentation
After the first f light, open the
cowl, check for oil leaks and listen
for hissing air leaks. After a postf light checkout, the second f light
can be planned. Usually some
tweaking of the pressure regulator will be required (the pop-off
valve). I also crawl up into the
main wheel wells to listen for any
hissing air leaks.
Flight #2
The second f light is out of the airport traffic area and enough altitude is gained for cruise speeds
and engine monitoring. When everything is stable and satisfactory, why waste all that altitude with a straight descent? A little
acro on the way down is not only fun but checks that all is still
good and buttoned up. Again, drop
the cowl and check carefully. Listen
for air leaks in both cockpits, in the
wheel wells and in the engine bay.
Wrapping It Up
Why so much trouble? My Cherokee
140 only took a day or two? Well,
these aircraft have unique systems,
a measure of complexity and they
are used for acrobatics and formation f light. Flying regularly actually keeps those maintenance issues
away rather than just sitting in a hanger and deteriorating. Routine maintenance and regular servicing of the air-water separator
will eliminate many “surprise” issues that seem to pop up when
you do not need them.
Warbird. Formation. Aerobatic.
These can be scary words to life insurance companies. Not
to us. We understand what you do and can work with the
life insurance companies on your behalf.
Many life insurance companies underwriting pilots
who do the type of flying we do - flying warbirds charge higher premium rates or require coverage
exclusions. We can work with the companies to
help them better understand the risk and help
you understand your coverage options.
Life insurance for pilots, by pilots.
GIL LIPAZ, INSURANCE SPECIALIST
[email protected]
Products offered through Crump are issued by various insurance companies and may not be available in all states. Policy terms, conditions and limitations will apply. Not all applicants will qualify for coverage.
Neither Crump nor the insurance carriers provide tax or legal advice regarding these products or programs. You should consult your own tax, legal and other advisors before purchasing an insurance product.
For use with non-registered products only.
www.flyredstar.org
19
the
HUN
“YOU NEVER FORGET YOUR FIRST PLANE OR YOUR FIRST GIRL FRIEND.”
T
hose words were spoken by General Chuck Boyd at Air Venture this year and he was referring to his first plane and
mine—the F-100 Super Sabre. Air Venture at Oshkosh is always
a great opportunity to see old friends and see what is happening in aviation but this year it was special as it brought me full
circle to a reunion with the Hun. I had f lown several planes in a
training environment but this was my first operational aircraft
and I always considered it my first plane. This F-100 is the only
one f lying and was on static display and made several f lights at
Oshkosh. Dick Rutan and General Chuck Boyd added to the experience as they sat in front of the F-100 and talked about their
experiences and history in the plane. They had the background
to speak about the F-100. Most people know Dick Rutan as the
pilot that f lew the Voyager around the world nonstop, but before
that he f lew F-100s in Vietnam and was an original member of
the high speed Misty FAC (Forward Air Controller) program. He
was shot down in an F-100 but managed to get over the ocean before ejecting and rescued. Four Star General Chuck Boyd started
his Air Force f lying career in an F-100 and f lew combat missions
in the F-100 in Vietnam then the F-105. He was shot down in an
F-105 and spent seven years as a POW.
F-100 HISTORY
The F-100 was the first “Century Series” aircraft in the Air Force
inventory. This means it was the first aircraft capable of level supersonic f light. This was a major leap for its time, but by its time
means the plane was designed in the early 50’s and entered the
inventory in 1954. This first high speed supersonic swept wing
jet had a high development curve and some less than desirable
f light characteristics. It officially entered USAF service on September 27, 1954 and by November 10 had suffered six major accidents and was grounded. Compared to today’s safety standards,
its safety record was never very good. The deadliest year was in
1958 when 116 aircraft crashed, and 47 pilots were killed. The
most troubling f light characteristic was what we called adverse
yaw or yaw instability in high angle of attack. Pilots never used
aileron, only rudder, to turn the plane at slow speed or any high
angle of attack maneuver. Aileron input would cause the aircraft
to develop a sudden yaw and violently roll the plane in the opposite direction of aileron input. This would happen too fast for the
pilot to correct and the plane would f lip over the top and end up
pointed straight down with little airspeed. If you were at altitude
you could neutralize the controls, gain airspeed and recover. It
was fatal at low altitudes. Every Hun pilot lost several friends
because of adverse yaw. Another control problem stemmed from
swept wings at high angles of attack. As the aircraft approached
stall speeds, loss of lift on the tips of the wings caused a violent
pitch-up. You can view this particular phenomenon by Googling
"F-100 Sabre Dance.” Dick Rutan spoke about the F-100 afterburner at Oshkosh. The afterburner dumps raw fuel into a compartment aft of the engine. It burns fuel at a horrendous rate
but provides a major boost of power. The afterburner is required
20
Red Alert Fall 2015
By Jim Kilpatrick [email protected]
for takeoff and is great to get away from someone shooting at
you. The F-100 issue was the aft engine nozzles did not always
open and Dick talked of having to unload the aircraft to get good
airf low down the engine, going outboard with the throttle to
the burner detent to light the burner, then pulling the power all
the way back. If you did this correctly and I think rubbed your
tummy and head just right then the burner might light properly.
If nozzles did not open, you would get a major compressor stall;
fire would come out the front, the back and every opening in the
Hun, and knock your feet off the rudder pedals. You have not
lived until you are f lying at night on the wing and lead gets a
hard light, which will ruin your night vision for some time. The
aircraft had a very high final approach speed and the lowest final speed for an F-100D was 166 knots, an F-100C, had no f laps,
was 180 knots and both required a drag chute to slow the plane
during landing rollout. Combine all these f light characteristics
and it is easy to understand why over the lifetime of its USAF
service, a total of 889 F-100 aircraft were destroyed in accidents,
involving the deaths of 324 pilots. Over the years pilots began to
work within these parameters and modifications and upgrades
improved the Hun. Eventually it became the longest serving U.S.
jet fighter-bomber to fight in the Vietnam War. The Hun logged
360,283 combat sorties and f lew more combat sorties in Vietnam
than 15,000 P-51 Mustangs f lew during World War II.
PERSONAL F-100 HISTORY
It was 1969 and I did not know or care about the f lying problems,
I was a hot-shot 23 year old Lieutenant excited and thrilled that
my first assignment from Air Force pilot training was an F-100.
It was single-seat jet and dropped bombs so what could be better?
I trained at Luke Air Force base in Phoenix and our f lying was
VFR at 300 knots across the Arizonian desert f loor at 100 feet,
and down into the Grand Canyon. Political correctness had not
entered the Air Force and on Friday night at the Officers Club
stag bar we had dime beer and topless dancers. I was Tom Cruise
in Top Gun before I knew what that meant. It was fun and over
my six months we had what we consider the typical incidents,
three F-100s crashed with three pilots killed and three F-104s
crashed. Then reality hit with my first assignment—straight to
Vietnam.
I was a greenhorn pilot and, after training in Phoenix, I had never even f lown an instrument approach in actual weather. Not an
issue, I had shiny silver Air Force Wings and 90 hours of F-100
f light time so it was off to war. Arriving in Vietnam in 1970 we
had two F-100 Fighter Wings located at Tuy Hoa and Phan Rang.
Each Wing had four squadrons of approximately 30 planes to a
squadron. I was assigned to Tuy Hoa, but after four months and
50 missions the Tuy Hoa unit was deactivated. Pilots from both
bases that had more than six months in Vietnam went home and
the remaining pilots were assigned to Phan Rang, 20 miles from
Cam Rahn Bay. This presented a difficult position for the commanders; we did not have many experienced f light leads. Flight
lead is a critical position because he controls the mission, decides
tactics, time on target, and when to return home. This position is
reserved for only the most experienced and best qualified pilots
and usually takes years for a young pilot to become a lead. With
the base closing, the most experienced pilots turned out to be the
new lieutenants with 50 missions. With maybe 150 hours since
I received my wings and 50 missions I became a f light lead and
f lew the rest of my tour and over 200 missions as lead. This is the
old sink or swim theory. I was f lying a single pilot, single engine
plane with one communication radio, one navigational radio, in
tropical thunderstorms with no aircraft radar, getting shot at and
making all the f light decisions. It did give me a f lying foundation
and different f lying outlook that served me very well for the next
40 years.
After 1965, the F-100 did not f ly into North Vietnam and our
mission was close air support. Our air war in the south was actually three different wars. One war was in Vietnam, the second Cambodia, and the third in Laos. I f lew 130 missions incountry, 50 in Cambodia, and 70 in Laos. In Vietnam we f lew
close air support, supporting the US and Vietnamese troops. In
Cambodia, we supported just Cambodian troops. Our missions
were f lown with two aircraft and controlled by a FAC (Forward
Air Controller). The FAC was in a slower plane, in contact with
the ground troops, and he could visually see the target. The FAC
would mark the target with white phosphorus rockets called
Willie Peats. In supporting the ground troops, we carried four
napalm canisters on one plane and four high-drag, 500 pound
bombs, called snake eyes, on the other. The high-drag bombs had
fins that opened at release and slowed the bomb, enabling the
aircraft to separate from the bomb and escape the fragmentation
envelope of the bomb's explosion. These fins allowed us to drop
at 100 feet and 450 knots and be extremely accurate. We called
this load “snake and nape" or "shake and bake,” and it was the
preferred load by the pilots and the ground troops. It did expose
us to ground fire and, as a result, it was not unusual to find a few
bullet holes in the plane after landing. The other support mission
was with each plane carrying four 500 pound bombs without the
fins. The “slick” bombs would stay at the same speed of the aircraft at release so they required us to deliver at a 30° dive angle
and release at 3,000 feet, to keep the planes out of the bombs
fragmentation envelope. The plane did not have a sophisticated
sight system, or guided bombs, consequently we were not as accurate with this delivery, but it did keep us out of most of the
ground fire. It was also a better delivery to destroy tunnels, and
underground bunkers, and for use in higher threat areas. We also
had four 20mm machine guns, each with 200 rounds of ammunition. Total firing time was four seconds so to make the guns last,
we would usually fire only two guns at a time.
The third arena was Southern Laos or the Ho Chi Minh Trail.
The trails, or roads, were the critical supply network from North
Vietnam into South Vietnam. All supplies and ammunition
from North Vietnam were transferred over the vast road network through the southern end of Laos, which bordered South
Vietnam, and then into South Vietnam. Because of the strategic nature of these roads, they were heavily defended and Southern Laos was under complete control of North Vietnam. Even
the Northern Laotians did not go there. The troops driving the
trucks or working on the roads were bombed continuously so
they did not have a great love for U.S. pilots. They did not take
prisoners and it is my understanding that 2,000 airmen were lost
in Laos and only six became prisoners of war. One pilot was captured and skinned alive and put in the top of a tree to die. During
my tour we had a pilot shot down but allowed to keep his radio.
He was tortured each day but allowed to broadcast on emergency
or guard frequency for several days. I remember hearing him
and turning off the emergency frequency. The North Vietnamese
transferred supplies at night and our job was to either destroy
the roads or try to destroy the parked trucks during the day. The
roads were heavily defended with triple-A (anti-aircraft artillery)
so we saw a lot of FLAK. The most effective way to destroy or
cut the roads was to drop all bombs in one pass, in a ripple pattern across the road. We used a 45° dive angle with a 6,500 foot
release to minimize our exposure. Some days the guns would be
up and some days they were not. Winston Churchill said, “There
is no exhilaration like getting shot at, with negative results.” I
can confirm that! When you are #2 and the FAC tells lead “you
are taking fire” you now know the guns are up—those people on
the ground are nasty, and it is your time to roll in. The heart rate
is at its maximum then during the dive bomb run you see the
FLAK and the FAC says “#2 you are taking fire” as if you didn’t
know. You press the attack release the bombs, jink like hell, and
climb out of the range of the AAA—then you know exactly what
Churchill means! I didn’t need an airplane to get home. I was so
pumped I could have walked home, and the beer that night was
the best I have ever had.
The F-100 had some shortcomings, but f lown properly it was
a great plane. It always returned me home safely and I avoided
getting shot down and the POW experiences of Dick Rutan and
Chuck Boyd. I took hits a couple of times but the airplane still
f lew perfectly and it was a non event to f ly home. I did take a
hit in the tail that knocked out my drag chute in Cambodia so if
anyone sees an F-100 drag chute there please send it to me. The
Hun’s wartime operations came to end on 31 July 1971 when my
Phan Rang unit shut down and we ferried the planes home and
transferred them to the National Guard. By the war's end, 242
F-100 Super Sabres were lost in Vietnam. I later f lew the F-100
for the Louisiana Air National Guard and ended with over 1,000
hours in the Hun and ended with the same number of landings as
takeoffs. The F-100 was like a woman, treat her nicely and properly and she will be very kind to you, abuse her and she will turn
on you in a heartbeat.
Oh yeah, that other great memory Chuck Boyd talked about. It is
true none of us will ever forget our first girl friend. Mine was a
beautiful 17 year old high school classmate. She was a cheerleader
and the prettiest girl in the class, and those memories are fond.
I would never want to forget them either—she was with me at
Oshkosh; she is my wife.
www.flyredstar.org
21
Aviation Physiology Group
R
PA members and Doctors Chuck Crinnian, Kim Slawinski, and Herb Coussons have formed a physiology group to advise and aid RPA
pilots. They collectively bring a tremendous breadth and depth of knowledge to the task and stand ready to serve their fellow aviators.
Vision Statement: Positively impact the safety, health, and performance of the RedStar Pilots Association members.
Mission Statement: Enhance aviation safety, aviator health, and knowledge of f light physiology to those involved in the Red Star Pilots
Association through education, monitoring trends of incidents and direct consultation with individual aviators.
Objectives:
• Provide quality articles of interest in the quarterly RPA magazine that have application to RPA member’s f light operations.
•
Analyze trends and incidents that may have physiological or human factor foundations. Report on any analysis that has meaningful
lessons that may prevent future incidents.
•
Provide assistance and support for aviators that have medical certification challenges and provide directive advice for securing FAA
medical certification.
•
Answer specific aviator’s questions or concerns about aviation physiology, medical certification, and human factors.
Dr. Kimberly A. Slawinski retired in 2014 after a 34year career as an Air Force officer. She graduated
with a Bachelor of Arts in Natural Sciences from the
University of South Florida and received her Doctor
of Medicine from the Uniformed Services University.
After a general surgery internship, she became a
flight surgeon for the Aggressors, the Fighter Weapons School, and the Thunderbirds, positions that provided her the leverage to
bring revolutionary changes to aeromedical standards in the Air Force. As an
operational flight surgeon, she amassed hundreds of hours flying in fighters,
bombers, air transports, and refuelers plus special operations helicopters. In
addition to providing the initial medical response to numerous aircraft emergencies, she became a seasoned aircraft accident investigator, contributing to
changes in parachutes and flight training.
After finishing a residency in eye surgery, Dr Slawinski became a board certified ophthalmologist. As the Surgical Services Consultant to the Air Force
Surgeon General, she developed the refractive surgery program which provides laser vision correction to warfighters including pilots. Her next two staff
assignments had her leading cutting edge changes to Air Force medicine as
the Director of the Surgeon General's Tactical Action Team, and the Deputy
Assistant Surgeon General for Modernization. After promotion to Colonel, Dr.
Slawinski commanded a clinic in South Korea, a unique medical training group
and the third largest medical center in the Air Force. She deployed to Iraq,
Afghanistan, the Horn of Africa, and many other countries in Southwest Asia
as the lead medic for the Air Force in the region. In her final assignment, she
was the Vice Commander of the Air Force Medical Operations Agency which
provided consultative leadership to all 75 Air Force clinics and hospitals worldwide. Dr. Slawinski's awards include the U.S. Air Force's Flight Surgeon of the
Year 1987—the Society of Air Force Clinical Surgeons' top honor, the "Excalibur Award" in 2007, and the Military Health System’s Senior Female Physician
Leader in 2013. She is married to Terry "Mags" Slawinski, a retired fighter pilot
and Southwest Airlines captain, plus the president of the Red Star Pilots Association. They keep a Schempp-Hirth Janus C sailplane, a Cessna 150 and a YAK
52TW in their hangar at Boerne Stage Airfield in Texas.
Dr. Chuck Crinnian is an active participant in the Red Star Pilots Association
and member of Warbird Squadron 20 in Phoenix AZ. If he is not flying a CJ-6A,
he is flying a Mooney 231 in formation with the Mooney Caravan, an active
formation group. Chuck started flying at age 15 and was a professional pilot
prior to entering the University of Arizona Medical School. He received Neurol-
22
Red Alert Fall 2015
ogy specialty training at the Barrow Neurological Institute and was in private practice
for 15 years. Chuck left his private practice
to start the Neurohospitalist division at
Scottsdale Healthcare in 2008 where he is
currently the Lead Neurohospitalist for a
large hospital system.
Chuck holds an ATP, CFI-AIM, and Flight Engineer rating. He was one
of the founding flight instructors at Embry-Riddle Aeronautical University in Prescott, AZ.
Having a significant background in aviation, Chuck became an FAA
designated Medical Examiner in 2007. He is also a Lead Representative for the FAASTeam. Chuck has expertise in aeromedical physiology, human factors, and FAA medical certification. Much of his
aerospace medicine practice deals with FAA special issuance and
certification issues. Neurologically based disorders are a niche expertise.
Chuck welcomes RPA members to discuss medical certification issues and general aerospace medical/physiologic issues. Contact
Chuck for confidential assistance for matters with medical certification. He can give you an overview of the certification issues as seen
from the FAA perspective and how to navigate a path to special issuance, if needed. His goal is to keep all of us flying, safely.
Dr. Herb Coussons has been a pilot since 1992 and has approximately 2500 hours. He is a commercial Multi IFR pilot with the ATP flight
test scheduled.
Herb owned N52DD, a Yak-52TW since 2004 and was a prior owner of
a Wilga and Yak-55. He enjoys aerobatics and recently qualified as a
FAST formation Wingman.
Herb graduated LSU medical school in 1992, practiced in Washington state for six years, and has been in private practice in Green
Bay for 14 years. He is a prior faculty
member of Washington State University and currently teaches at the
Medical College of Wisconsin.
NEWBIE
Phil Verghese
I found out about the RedStar Pilots
Association from my Mooney formation buddy, Chuck "Cowboy" Crinnian. He said the RPA was open to
having a few Mooneys join the fun at
Kingman in October, so I registered
for the clinic and joined the RPA. I'm
looking forward to flying with the
group there and learning how the
RPA does things. I've done almost
all my current formation flying with
the Mooney and Bonanza groups in
California, but my introduction to
formation was at a clinic Chuck held
in Yuma in 2013. From that first formation flight, I was hooked on the
challenge of staying in position and
the camaraderie of flying together.
I've been fascinated by airplanes for
as long as I can remember, and always had my nose stuck in the window on airline flights. I served in the
Army National Guard for more than
11 years, and my last position was
the commanding officer of an M1A1
tank company. After my Army Guard
stint ended, and with my weekends
suddenly free, in 1997 I was able to
pursue a long-standing dream to
become a pilot. I am a CFII with approximately 2500 hours. My wife,
Nancy, is a private pilot, and she is
working on her instrument rating in
our Mooney 201.
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www.flyredstar.org
23
Dean "Frito"
Robert "Speedo" Genat
24
24
Red
Red Alert
Alert Fall
Fall 2015
2015
Friedt 's CJ-6
Nanchang CJ-6 (1979)
AIRFRAME:
Malcolm hood canopy
dynon efis front & back
custom baggage compartment
Smoke System
large fuel bladder tanks (30 gal per side)
all axis electric trim
multi-function stick grip, front and back
ENGINE:
M-14P with three-blade mtv-9 focke- wulf prop
high-compression pistons
racing valves & rings
automotive ignition
oil filter & shutoff valve
custom bill blackwell exhaust
electric fuel pump
www.flyredstar.org
25
By Jim Kilpatrick [email protected]
T
he Bandit Flight Team began as a couple of RedStar pilots
f lying local formation f lights in the Raleigh, NC area. We
enjoyed formation f lying, but we wanted to expand our formation f lying. We reviewed other teams and they were primarily
airshow teams. We examined this option and elected not to go
the airshow route. The reason was, although we have a deep appreciation of the skills and talents of the formation teams and we
enjoy watching them, we were not prepared to make the time and
cost commitment required to f ly at that level. The other issue is,
airshows require a lot of weekend travel. This did not appear to
be our cup of tea. We explored other venues and elected to focus
on National Anthem f ly-overs.
What began very modestly with a couple of YAKs and a CJ-6,
has developed into a full f light team of 10 pilots and planes, a
maintenance person, and four ground coordinators. We were
able to initially open the door and get our first few gigs by using
some local connections to book a few f ly-overs. Our original goal
was just adding to our formation f lying enjoyment by possibly
doing a few events. We soon discovered that not only were we
Martinsville
26
Red Alert Fall 2015
NASCAR Rockingham
having fun at these events, but the spectators’ reaction and appreciation exceeded our expectations. We were aided by the fact
that the military had stopped making f ly-overs, which created a
void at sporting events and opened some marketing opportunities. The Bandits gradually began growing our events, perfecting
our f ly-over procedures, expanding the team, and adding team
members. We are now one of the busiest teams in the Southeast,
if not in the US.
Those that have f lown a National Anthem f ly-over appreciate
how difficult it is to be right on-time. The team has the viewpoint
that the most critical element for a National Anthem f ly-over is
not perfect formation but perfect timing. Timing is more complicated than it might first appear. Our standards are strict and last
year the most we missed our time-over-target (TOT) by was four
seconds. We are able to do this because our decision to specialize
in National Anthems allowed us to focus our attention on establishing specific and detailed procedures. In a National Anthem
f ly-over we deal in seconds and, although we can hit our time to
the second, our main problem is most of our events don’t have the
same appreciation of time. The band may start 15 to 30 seconds
late and in their world this is very precise, but in our world if we
miss the f ly-over by 15-30 seconds we may be completely out of
sight at the last note. We adopted the approach that we are the
“tail” not the “dog” and we can’t expect them to change or alter
their event for us. This means that adjusting to any change in our
TOT is part of our mission, and it is our responsibility to adjust.
We do extensive planning for each event and the process begins
with our internal procedures using Google Earth, GPS, event
time line, and the National Anthem time. Lead uses these tools to
develop a f light plan time line. He plans his start point and initial
point (IP) based on this time line. The ground coordinator has a
copy of the time line and compares the actual activities with the
time line. The ground coordinator is essential to our operation
and one of his primary functions is to advise lead and to begin
a new time hack at the exact start time of the National Anthem.
This new time to target is relayed to lead. Lead has specific inf light procedures allowing him to adjust his f light course based
on the new times. He makes the necessary in- f light adjustments
so the f light is overhead at the “..home of the brave” ending.
When we were new and just starting the growth, the team believed it was important to establish some basic foundation principals to guide our growth. This foundation guided us, helped us
form our goals, and allowed us to make the proper decision in
our growth and development.
Our first goal is to have fun, and a major part of that is being
safe and having confidence in all members of the team. The pilots should be smiling at the end of the day, as having fun is our
primary goal, but we would never sacrifice safety or professionalism. It is our view that strict formation principals add to our
enjoyment. The team established training standards, participation levels, and we elected to use the RPA formation manual as
the basic training document. We train under RPA procedures.
Our second goal is not to over-work the pilots. We know life goes
on with family and work commitments, and not all members will
be available for every event. We set a goal of having a minimum
of four and maximum of six planes for each event. We believe
a team of 10 pilots is the proper size so we can keep the pilots
trained and proficient, and it also allows members to miss some
events. Growing to 10 aircraft was a goal, but the availability of
RedStar aircraft in our area was limited. If we wanted to grow to
10 planes we would have to use other aircraft. We adopted the
philosophy that formation f lying is not aircraft specific and we
would welcome aircraft other than RedStar planes or “warbirds”
into the team. Under this philosophy the team gradually added
RV aircraft, which provided some challenges with different aircraft and power settings. Practice and open conversation
allowed us to conquer these hurdles. We also elected to
limit the number of events to 25, as this allows some pilots
to miss events but still maintain proficiency and enjoy the
f lying.
Jim Kilpatrick with his Yak-52
tion to the RPA remains strong. We stayed with RPA procedures
and all team members, including the RV pilots, joined the RPA
and have RPA wing or lead cards. Mike Filucci has worked extensively with our team this year, improving our proficiency, finetuning our procedures, reinforcing standardization, and qualifying our team members for FAST Wingman and couple of new
Flight Leaders. The RPA Southeastern Director, Cecil Boyd, is
the team’s f light operations manager. The aircraft are varied and
so are the team’s pilots. The team has an NC State Professor, corporate executives, business owners, airline pilots, and a couple
of former F-15 pilots. Each of the varied backgrounds provides
a unique talent and viewpoint and combines to make our team
stronger.
Our third goal, to minimize our time away from home,
was accomplished by only f lying events in our “local”
area, which means f lying events and returning home the
same day. Four years ago the team added NC State football games, and we perform the f ly-over at all home football games. We are fortunate that we live in the hot bed of
NASCAR, and NASCAR fans expect and demand a f lyover—we were able to add several local NASCAR events.
In addition to these events, the team performs f ly-overs
for events such as the Durham Bulls baseball games, the
Raleigh National Bluegrass Festival, the Raleigh Christmas parade, other local sporting events, and we also donate f lights to several local charities, such as the annual
Raleigh Race For the Cure. We are very busy, but we stay
under our limit of 25 annual events.
RPA CONNECTION
Although we added RV aircraft to our team, our connecwww.flyredstar.org
27
RUSSIAN ROOLETTES
by Phil Buckley [email protected]
L
arge scale civilian aerobatics teams
are not a common sight anywhere in
the world, but in the Southern Highlands
of New South Wales, Australia you can
find one of these organizations, the Russian Roolettes. Developed over the last
twenty years, the sight of these former
Eastern Bloc/Russian and Chinese trainers in large formations… rolling, looping
and sometimes trailing smoke has become
a familiar scene for the public visiting air
shows and charity events in Australia.
four just this past year. Egon Mahr bases
his aircraft on his own airfield a few kilometres west of Mittagong, and two other
team members house their planes at Camden and the Hunter Valley; f lying down to
Mittagong for practise sessions.
RED STAR RISING
Lindsay Sinclair kick-started the Russian
Roolettes aerobatics team in 1993. He
owned and sold Russian aircraft and f lew
displays with five core pilots at that time.
The team’s focus has evolved from the
initial few owners of former Soviet warbirds getting together and f lying relatively
simple passes and ground attack runs,
to the highly polished and creative air
show acts of the present day. The team’s
name, Russian Roolettes, formed “on the
f ly” as their leader Egon Mahr recalls,
“In 1993, Lindsay and his mates f lew their
aircraft to attend an airshow in Mareeba,
Queensland, but having some display
practices under their belts, they were
asked to f ly in place of the RAAF Roulettes who had pulled out on short notice.
Lindsay was asked for a team name, and he
chose Russian Roolettes – partly in honour of the missing RAAF Roulettes, but of
course also to add the f lavour of Russian
aircraft.” The name Russian Roolettes has
since become well known for aviationminded people around Australia.
HOME BASE MITTAGONG
Most of the team hangar their aircraft at
Mittagong airfield, a short drive south
of Sydney. Located amongst the open
grounds, hangars and a long runway is the
Berrima District Aero Club, known to most
as the Mittagong Aero Club. This is where
all the pref light planning, f lying and postf light debrief action occurs. Currently the
team comprises four Yak 52s and two Super Nanchang aircraft. Two new members
and their Yak-52 aircraft joined the core
28
Red Alert Fall 2015
BEHIND THE STARS
Delving into the background of the team
you will find an interesting cross section
covering both the military and civil aviation sectors. This blending of experience,
skills and knowledge allows for a carefully
constructed air show display team and f lying routine. Current Russian Roolettes pilots are Egon Mahr, Jim Eaglen, Niall
Higgins, Mark Willard, Sean Trestrail
and Tim Windsor, with Greg Hewson and
Sharon Willard in support. We profile the
team members to gain an insight into why
they f ly and are involved in the team.
E
gon Mahr grew up obsessed with aircraft. He worked on weekends and
school holidays to pay for f lying lessons.
He soloed at age 16, had his private pilots
license by 17 and was f lying in the Royal
Australian Air Force by 19. During his
time in the RAAF, he f lew the BAC 1-11,
HS 748, Dassault Mirage, Macchi, CT4 and
CAC Wingeel. After nine years of military
service, he joined Qantas Airways, where
he has been for 26 years, with the last 15
years as Captain on the Boeing 747 and
Airbus A330. Egon also found time to be-
come involved with competition aerobatics, winning an Australian title along the
way. It was at that time he bought a Sukhoi
SU-26 and became fascinated with Eastern
Bloc aircraft. Having met Lindsay Sinclair
of Red Star Aviation fame, they hatched a
plan to build a Super Nanchang from the
ground up. Lindsay spent eight months full
time working his magic and built arguably
the best Nanchang in the southern hemisphere. Lindsay invited Egon and his new
aircraft onto the Team in 2002, where he
has been happily enjoying display f lying
ever since.
J
im Eaglen joined the RAAF in 1980
after leaving school. His good mate at
school and current team member, Greg
Hewson, is responsible for Eaglen getting into aviation, as Hewson convinced
Eaglen to join the RAAF alongside him.
Eaglen says, “I spent seventeen years in
the RAAF, undertaking f lying training on
the CT4A and Macchi, then operationally
f lying Mirages, Tornado F3 (on exchange
with the RAF), and F/A-18 Hornet. I have
been very lucky in my f lying career, with
many opportunities just presenting themselves along the way”. Eaglen also spent
time on the Hawk and Hornet programs.
In f lying such high performance military
jets, Jim was involved in exercises where
he recalls, “I was fighting all the major
combat aircraft of the era, both Western
and Eastern Bloc. I was also lucky enough
to go for rides in most of these aircraft,
normally during simulated combat missions”. After leaving the military f lying,
Eaglen joined Qantas where he has f lown
the Boeing 767, Airbus A330 and A380 (as
an instructor pilot). He says, “Egon got me
interested in the Yak-52 and the people
that love these aircraft”. Eaglen found that
the Yak was a great aircraft with a reliable
engine, had fighter-like handling, great
sound and is relatively cheap to run. Having had a passion for warbirds, Eaglen and
Hewson eventually bought their own Nanchang CJ-6 and joined the team.
M
ark Willard has come from a background of civil aviation which was
spurred on by memories of his father and
grandfather who served during WWII.
Willard moved to the Southern Highlands
twenty six years ago and has found it a terrific community for aviation. He explains,
“I attained my private pilot’s licence
twenty one years ago and have been f lying and restoring aeroplanes ever since”.
Willard and his wife Sharon own a Yak18T – a four-seater – a Cessna 152 and a
share in the Yak-52 that Mark f lies in the
display team. Mark Willard gets immense
pleasure from f lying, more recently as a
member of the team with “the challenge of
formation f lying, because it is a new skill
for me and it requires teamwork and trust.
It really takes f lying to a new level.” Mark
Willard was previously the team manager,
but passed the baton last year so that he
could concentrate on his display f lying.
Niall Higgins emigrated to Australia from
Ireland about 25 years ago and has been
f lying ever since. Among other aircraft
such as a Tiger Moth, Higgins co-owns a
couple of Yak-52s and is a civilian f lying
instructor with over 4,000 hours on a wide
variety of aircraft. He is also a commercial
balloon pilot. He has belonged to the Russian Roolettes since 2008, and is currently
the display f lying lead.
S
ean Trestrail was born in Kenya and
emmigrated to Australia in 1969.
His father was an ex-RAF Engine Fitter
and imbued Sean with a total fascination for aviation from a very early age.
Operations Officer in charge of C-130 low
level and special operations. Tim joined
QANTAS at the end of 1985 and has f lown
the Boeing 747 and 767. He is currently
a captain on Airbus A330s. He bought
his Yak 52 ten years ago, and for the past
seven years has been a low level display
pilot, often performing at major concerts
performed in the Hunter Valley. Windsor
f lies the “slot” as Roolette 4 in the current
display, as well as a solo display.
Trestrail attained his PPL through an Air
Training Corp f lying scholarship at age 17,
and he joined the RAAF in 1975. After the
pilots course on the Winjeel and Macchi,
Sean went on to f ly Mirages and graduated as a Fighter Combat Instructor. After
instructing at the fighter training school
(2OCU), Sean went on to the F/A-18. He
helped develop the RAAF (and RCAF)
Computer Based Training system for the
Hornet conversion course with McDonnell Douglas in the USA and returned to
join the first home grown Hornet course.
Sean joined QANTAS in 1987 after a stint
instructing on the Hornet at 2OCU, and
has f lown the Boeing 767, 747, Airbus
A330 and is now Captain on the A380. Jim
Eaglen sowed the Yak-52 seed by taking
him for a ride. Trestrail has recently purchased a Nanchang and it probably won’t
be long before he f lies it in the Roolettes,
making it 3 Nanchangs and 3 Yak-52s.
G
T
got talking to Eaglen about his interest in
warbirds and they decided to purchase the
“super” Nanchang CPX. The term “super”
is coined for the team’s two current Nanchangs because they are fitted with the
360HP Russian Vedeneyev M14P engine in
lieu of the original 285HP Chinese Housai
engine. These are currently the only two
super Nanchangs in Australia.
im "Boggy" Windsor joined the
RAAF in 1976 at age 19, and graduated from the pilots course in November, 1977. Initially f lying HS748 aircraft,
in 1980 he moved to 36 Squadron to f ly
the C-130H Hercules transport. In 1983,
Windsor became the first Australian
USAF exchange pilot on the C130 based
at Pope Air Force Base in Fayetteville,
North Carolina. There he f lew missions in
Central America, Europe, the Middle East
and above the Arctic Circle. He returned
to Australia at the end of 1985 to take up
a position at 36 Squadron as the Tactical
reg Hewson is currently the team reserve pilot, manager and commentator. Ex-RAAF, Hewson f lew as a navigator
in tactical C-130 Hercules missions and
subsequently on F-111s. He took up general aviation f lying out of RAAF Base Williamtown’s Aero Club at the suggestion
of then fighter base commander, now Air
Vice Marshal Mel Hupfeld (also an RAAF
Academy and pilots course mate of Greg
Hewson and Jim Eaglen). Hewson then
S
haron Willard, aka Svetlana, is the
team’s Yak-18T pilot which sees her
f lying all the team equipment to events.
Sharon says “I help out also with the
commentary at airshows, paperwork and
other administration, including organizing team music, linking of course with the
commentary.”
BRIEIFINGS & AIRSHOW PLANNING
One of the first things one notices when
attending a f light briefing is that the team
members are all focused on ensuring that
their f lying program is safe. Each air show
training f light and display is built around
www.flyredstar.org
www.flyredstar.org
29 7
safety first, formation and aerobatic manoeuvres second. Preparation involves
numerous considerations, starting from
pilot skills and currency and aircraft performance, but also airfield layout, axis
of the display, crowd lines, wind direction and any local terrain obstacles. After
briefing and before f lying, the team forms
up around a mock-up of the ground they
will be f lying the display over and “walk
through” their routine until they are satisfied that they have locked in their routines as elements and as a coordinated
team. This includes their manoeuvres,
f lying parameters, formation positions,
hand signals and radio communications
if needed, sight pictures for aircraft rejoins, any f lying risks and contingencies,
through to justifications for “knockingit-off ” (ceasing their display immediately
and returning to land). In short, they
replicate their display on the ground until all aspects are fully understood by all
teammates and any issues resolved that
may have been overlooked in the pref light briefing. The team’s golden rule is
that nothing can be f lown in the air that
has not been previously practised, briefed
and walked through on the ground. All
the team members have full right – in fact,
an expectation – to raise even the smallest question mark. Once satisfied that
they have full situational awareness, the
team will walk out to their aircraft, pref light and give each other the thumbs-up
“ready to start”. From there, the rest of us
get to be enthralled by the sight of these
wonderful warbirds, the sound of their
powerful radial engines, and the precision and choreography of their display.
Crowds have been captivated as they separate into smaller elements and f ly a range
of formation and criss-crossing aerobatic
manoeuvres, sometimes with power and
grace, other times very dynamically, even
hair-raising.
Jim Eaglen and Egon Mahr are approved
to f ly their aerobatics down to 200ft, while
the main display formation is f lown at
around 800-1,000ft with a f loor of 500ft.
As they are f lying in close formation at
about 10 feet apart, the right skills, trust
and concentration are critical. Australia’s
Civil Aviation Safety Authority provides
individual pilot approvals, but also require
approvals for every team display. The displays are adjusted for the pilots participating, any specific air show constraints, or
simply to change up or expand the display.
Each display builds upon the last, with any
refinements or changes developed, agreed
by the pilots, written up with a risk assessment and passed to CASA for review and
approval.
The average display is around twelve minutes and includes a series of smaller element displays such as formation passes,
sometimes with an aircraft inverted, pair
loops and barrel rolls, pair opposition
passes and split breaks, an aircraft manoeuvring around a formation, solo aerobatics and a bomb burst finale. These passes and display elements are coordinated so
that the crowd is never without something
going on in front of them. The pilots also
select “smoke on” at times to heighten the
display presentation, but smoke also provides a very useful visual aid for the team
members to pick each other up during
such as opposition passes and formation
rejoins particularly.
AIRSHOWS & FUTURE EVENTS
The team has f lown as far as Queensland
(Wide Bay Airshow Bundaberg primarily)
and Southern Australia, but mainly keep
their displays to within New South Wales.
The team appeared at a lot of regional
airshows in 2013 such as the Narromine
Ausf ly, Inverell, Gunnedah, Tamworth
Festival of Flight and Temora Warbirds
Downunder. In early 2014, the team featured on the 2014 Aviation Insurance leaflet which will help to sell warbird insurance policies. The 2014 airshow season
was not as strong as it had been in recent
years, although in October the team was
the headline act at Tamworth’s Festival of
Flight air show event again and they are
all looking forward to wowing the public
and aviation enthusiasts more often in
2015 and beyond. The team will be f lying
in Sydney Harbour for Australia Day this
year—although this will not be aerobatic
formation but instead general formation
f ly-pasts.
PRACTISE-PRACTISE-PRACTISE
The team tries to meet as a group once
a month for practise sessions at the airfield, although team members will practise some component of their display on
most weekends. Of course, the team would
ideally like to keep current through participating at numerous air shows, back-toback across Australia!
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Red Alert Fall 2015
Russian Roolettes Team
THE WARBIRDS
I
t's interesting having two different
aircraft types f ly formation rather
than one. Both the Yak-52 and Nanchang
CJ-6 originated in the 1960s and are tandem-seat, low wing trainers for military
fighter pilots. The aircraft are reliable,
can operate from hard runways as well
as unimproved grass strips, and they are
aerobatic. With a shorter straight wing,
the Yak-52 is a little more nimble, rated
to plus 7G and minus 5G, and has a faster
roll rate, whereas the slightly gull-winged
Nanchang is a little less manoeuvrable at
plus 6G and minus 3G, but it is a little
more slippery and can gain energy more
easily. Mixing two aircraft in close formation does add challenges to the pilots,
but good training and thoughtful arrangement of the display sequence and
transitions resolves these issues.
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T
his author was invited to see first
hand the professionalism and dedicated team work of the Russian Roulettes, on the ground and in an element of
their formation from a back seat. Having
witnessed team briefings and practices
from the ground, to attain some appreciation I joined Jim Eaglen in his Nanchang, while Egon Mahr f lew alongside
in his Nanchang and Niall Higgins in his
Yak-52. Team radio chatter was kept to
a minimum as they focused on smooth,
close f lying, formation station changes
(including in echelon and line astern),
loops and other manoeuvres separated
by only a few yards. Most of the f lying
took place at around 180 knots which was
enough to maintain the energy required
in the more dynamic manoeuvres. It was
fabulous fun!
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31
Mountain Mayhem
by Darrell "Condor" Gary
F
or more than a decade the Desert Thunder event has been
conducted from the desert playground of Thermal, California
near the Salton Sea. This year, for a variety of reasons, the venue
has been changed to the central coast wine region of Paso Robles,
California. Along with a change of location comes a new name—
Mountain Mayhem. The event will be conducted from the Estrella Warbird Museum at KPRB, which offers a unique operational
infrastructure and the opportunity for enhanced social events.
The new environment will allow us to increase the complexity
of the operation while containing costs and offering new experiences to participants.
The routes will be new to participants and the target area will be
“Buffalo Run” a 26,000 acre ranch which encompasses remarkable terrain including lakes, plateaus, rolling hills, houses, barns,
runway, helo pads, gun ranges, a very unique bar, and even a
Ferris wheel. The FAC contingent will be supported by a UH-1
equipped with guns and our Red Air contingent will be more formidable than ever.
The FAC team will be anchored by LTCOL John “Mohamed” Allee and Dave McNary. This should be an epic adventure for those
32
Red Alert Fall 2015
who love to operate in a complex tactical environment and have
fun in the aftermath.
While this event is organized through the RedStar Pilots Association, for operational reasons, this is a limited participation event.
Safety is our first mission priority and for that reason, participation is restricted to compatible aircraft and pilots who possess
established minimum skill sets and experience. As a minimum,
pilots must hold a current FAST Lead or Wing card and must be
proficient in TACFORM. Also, aircraft types are limited to T-34,
Yak-50, Yak-52, CJ-6 aircraft, or others determined by the organizers to be compatible. Participation in the f lying portion of the
event may be denied at our sole discretion. For those new to this
environment, there will be opportunities to attend the instructional briefings and f ly in back seats when available.
This year wives/significant others will be encouraged to attend.
If they are not into the f lying, there will be unique daytime opportunities to tour historic Paso Robles or the many wineries in
the area. Remember, this will be harvest time and there will be
much to see and do. Also, if there is enough interest we may arrange for a group to drive to Buffalo Run to visit this unique
property and “hang with the FAC,” or just have fun.
My View
From the Back Seat
A
by Robert "Speedo" Genat
s a personal side note, I’ve participated in Desert Thunder
several times as a GIB. Instead of being a passive passenger,
I became an active member of the f light crew leaving my camera
behind and taking on the roll of bomber/navigator. On the first
evening of the event there is a mandatory group instructional
briefing where every pilot and GIB are taught the skill sets that
can make them successful. The next day, prior to our mission, I
participated in our f light’s briefing where I helped plan our f light
path and times for each point along the route. I also reviewed our
radio procedures, as an improper radio call can cost the team.
In f light, I was in constant communication with my pilot. I kept
a close look at our time, distance, heading, and landmarks that
defined our locations. Once in the areas where we might see air
threats, I had my eyes peeled for bogies that could turn into bandits and yes, there is a difference. Calling out a civilian Cessna
as a bandit will provide everyone at the banquet with plenty of
laughs and points deducted for our team. I know from personal
experience.
Once we approached the CAS box, it was my job to communicate with the FAC to copy down and repeat the nine-line. This
information is critical as it determines the area of the target, the
target, time on target, direction of approach, direction of egress,
and then the ever-so-important dropping of ordinance—all critical elements in our team’s final scoring.
Yes, it’s a lot of work, but very satisfying sharing the extensive
workload with the pilot and the crew in the second plane. Even
if you don’t win one of the segments, you can look back at the
adventure and understand what current military pilots and crews
have to go through, knowing that their threats are all life or
death. Ours can be fodder for laughs over a beer.
RED ALERT
By Wayne Altman [email protected]
I
recently had a “this couldn’t possibly happen” occurrence
with my CJ-6. I started the engine and everything seemed
normal. We taxied out and on the way out monitored all engine instruments. During run-up I noticed the prop would
not change pitch so I checked oil pressure and found it to
be zero.
The engine was shut down and the aircraft returned to the
hangar. A few days later with my MX guy, Jason Berman, we
started exploring the problem. I had remembered checking
the oil before engine start and serviced it up to 14.5 liters. We
had rechecked it the day before doing the maintenance—the
level was 17+ liters, which I thought was strange. Jason pulled a hose loose that was coming from the oil pump
and we motored the engine. Oil f lowed out of the hose, indicating that the pump was working. Jason did a lot of exploring, trying to determine why, with no leaks, that we had no
oil pressure. He explored the possibility of a blockage in a
line somewhere and found none. We drained the oil out and
he examined the inside of the reservoir with his f lashlight
and saw, at the bottom, an oil bottle top situated over the
bottom oil outlet.
We determined that there was no way to extract the cap
without removing the reservoir. The reservoir was removed
and the cap extracted. The reservoir was then replaced and
serviced with oil. We then started the engine and oil pressure was normal.
Nobody adds oil to my aircraft except Jason and I and we
are both extremely careful to replace oil caps after emptying
them, so we suspect that the cap had been roaming around
in the reservoir for a long time, just waiting for the “Murphy
time” to move into place to block the oil outlet.
I would imagine that during oil change not many people
inspect the inside of the reservoir, as it is very difficult to
see inside because of the baff ling and the small hole in that
baff ling. I will always do it now and would suggest that all
operators add that to their oil change checklist.
If you have a sudden drop in oil pressure to zero, I would
suggest that blockage is one thing you can check.
My dear friend and Desert Thunder pilot, Ron 'Little Wood" Lee, made
this crib sheet for me. He knew from the previous year's experience that
my call of, "Over There!" as I spotted a bogie wasn't going to get us any
points.
FLY SAFE!
www.flyredstar.org
33
Oshkosh Winner!
D
ianna Stanger proudly brought home the EAA Warbirds
Award for “Best Jet.” The jet, an Aero Vodochody Albatros
L-139 is not only a beautiful exemplification of aircraft—it is the
only one in the world. “The Jet division at Oshkosh is filled with
some of the best jets in the world for competition. It is an extreme honor to have the winning entry with such a distinguished
field of competitors,” said Dianna Stanger, owner of the L-139.
She acquired the jet in November of 2013 and has since worked
diligently to restore this unique warbird. The jet is an upgraded
L-39 trainer fighter jet. “We were elated to showcase the Albatros after extensive work restoring this one-of-a-kind jet,” said
Nathan Jones, President of Code 1 Aviation, where the plane was
restored. “It has an impressive set-up, which took approximately
2,700 man hours to restore.” Next on Stanger’s agenda is the National Championship Air Races, Stanger has entered the L-139
and teamed up with air race pilot, Vicky Benzing.
Call Tom ‘TJ’ Johnson
@ 866 475-9199
[email protected]
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Red Alert Fall 2015
The PLA Air Force Nanchangs
I recently found these photos of the PLA Air Force Nanchang CJ6 trainers and pilots online. Of interest in the photo of the two CJs in f light is the
location of where the red smoke is exiting. Obviously, the two guys above have read the RPA's formation manual and are discussing the proper way
to rejoin. And when is the RPA store going to stock these blue leather f light jackets??
www.flyredstar.org
35
The RPA Store
O
ne of the unsung volunteers of
the RPA is store manager, Byron
“Blitz” Fox. For more than 12 years,
Fox has been doing an exceptional job
of running the RPA store and during
that time, it has always turned a profit.
According to Fox, the store’s bread
and butter are the hats and T-shirts.
The inspiration for designs often come
from member requests and items that
Fox has seen elsewhere, and then
adapted to the RPA product with his
imaginative additions. Fox says, “Some
things work better than others. For example, Craig Payne’s various manuals,
such as the Nanchang Buyer’s Guide
and the Housai to M14P Conversion
have been very successful, while the
36
Red Alert Fall 2015
engraved beer mug was rather a f lop.”
He also claims the RPA watch was
nice, but price-sensitive and slow selling. “Anything north of $100 makes
our members uncomfortable,” says
Fox. The store is now carrying baseball
hats with a new embroidered logo, and
a slick RPA logo ballpoint pen. Soon,
long and short-sleeved RPA logo dress
shirts will be in stock at $45 each.
Lately Fox has been considering a logo
coffee mug as a new item. If you have
an idea for a new RPA product, he’s always open to suggestions.
The next time you see Blitz at event
or order something from the store,
thank him for his contribution to the
RPA.
Columbus, Nebraska Spring Dust-Off
By Janace & Keith Harbour [email protected]; photos by Pat Pittman
A
vcraft, Inc. and Keith and Janace Harbour hosted the RPA
FAST clinic April 2-5, 2015. Greg Howell received his Wing certification and Jeff Krings got
a Lead recommendation. Weather is always a challenge this time of year. Overcoming and
adapting is part of f lying, so we had class during weather events
and f lew when weather permitted. We had four attendees new
to RPA and eight "old and bold" pilots to assist with instruction
and f lying.
This was a successful clinic! It doesn't get any better than f lying
all day, and then hanging out in the hangar at night enjoying
good food, beverages, and cigars with your comrades!
The RPA's FAST training program is impressive. The RPA has
developed a program second to none and tremendously qualified
instructors to pass it along. Without exception, all attendees new
and old praised the effort put into training.
The time, money and effort expended by qualified pilots is significant in developing new formation qualified pilots. There is an
admirable culture of paying it forward once you've got yours and
we all need to be mindful of giving back as we have been given to. WHIRLWINDPROPELLERS
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www.flyredstar.org
37
Lucky Yakin'
By Gil "Gato" Lipaz [email protected]
T
here is an old saying that what doesn’t kill you makes you
stronger. While life’s lessons don’t necessarily make you
physically stronger, they do have the potential to make us smarter which, in turn, might protect us from similar situations in the
future – thus figuratively “stronger.” I will relay three situations
that may provide worthwhile lessons for us all. They certainly
taught me!
Yak #1. A few years back, I was instructing in the pit of a Yak-52.
Like in my CJ, on the right panel of the rear cockpit there are
metal toggle switches. CJ owners know that these switches operate the gyros for the rear instruments; we f lip them on after startup. Yak owners know that these same switches in the Yak disable
or affect the readings on the front cockpit f light instruments.
In the Yak, these were used by Russian instructors to give their
poor cadets in-f light challenges involving improperly working
instruments. Jumping ahead to my story: as we were approaching
the airfield in a 2-ship, and preparing for a standard break-toland, my pilot noticed that his airspeed indicator was inop (I had
f lipped the switches up assuming they operated the rear gyros
like in the CJ). Since properly reading airspeed is important in
your approach to landing, we let Lead know about our situation
and asked for an element landing so we could f ly his wing down
to the deck, thus removing our need for a functioning airspeed
indicator. My pilot had not done an element landing so it turned
out that my first time landing a Yak-52 was from the back seat,
in an element. The landing was a little bumpy but otherwise uneventful. The rest of the story is more embarrassing and includes
getting tools and switching the airspeed indicators from the
front to the rear. Eventually we figured out what had happened.
Both the pilot and I learned a lesson that day! For him it was to
know his airplane better and to brief his GIB not to touch those
switches. For me it was to not assume anything about the working of another airplane, even when the cockpits look very similar.
Yak #2. On another formation training mission, I was again instructing with another Yak-52 pilot. We were #2 in a 3-ship, off
the beach of Southern California, and five miles from the airport
at 2,500'. The info in this previous sentence should be a clue that
this story probably involved needing to get to an airport fast!
As we began another gentle bank away from shore, the engine
sputtered. I thought my pilot had simply pulled power but then I
heard him say “we have a problem.” Oh crap. Instinctively, (right
or wrong) I stated that I had the plane, grabbed the stick and
pointed us at the airport. I knew exactly where we were and was
not sure if my student did, since his eyeballs had been glued on
Lead for so long. We told Lead that we had lost power and that we
were heading for the airport. At the same time, my pilot began to
troubleshoot: fuel, mags. All were good. The power came back
on very quickly as we called the tower. I handed control back to
the pilot. Then it sputtered again. I told him we should declare
an emergency, as we had intermittent loss of power. The question
at that point was whether we should have stayed with Lead and
would we possibly have to ditch on the beach. Once we turned to
the airport, we were committed to that decision. There was also
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Red Alert Fall 2015
a thought of whether we would make the airport if the motor remained off. We declared an emergency, held best glide speed and
my pilot made a nice landing. Then came the “oh, crap” realization. This Yak-52 had an auxiliary fuel tank in the fuselage that
fed fuel to the motor with an electric pump—with the helmet
fire of formation f lying, the pilot forgot to switch it off after the
aux tank emptied. So, air was being pumped into the carburetor, causing intermittent loss of power. Fun times. On landing,
the pilot called the previous owner and confirmed that that was
indeed the issue. All ended well, but we could have been forced to
make an off-airport landing because of a forgotten switch. Lesson learned. Again, know your airplane! I note that the RV West
Coast Formation Clinic formation clinic requires that you “have
at least 100 hours logged in type” before you come learn formation with them. I guess they really want you to know your airplane before you start f lying formation. Sounds like sage advice.
Yak #3. On a more recent training mission, I was again instructing in the back of a Yak-52. The pilot picked me up at my home
airport and we headed over to meet up with the others and brief
a 4-ship training f light. I was truly a passenger at this point as
I was f lying with a very experienced Yak-52 pilot/owner and we
were a f light of one! As the gear came down for landing, he called
three pins but was not getting the middle green light (nose gear).
I had the same indications in the back. He said he was having
issues with that gear switch and that it was intermittent lately. I
suggested that he ask the tower to confirm the gear. They confirmed three wheels down. He checked air pressure and again
confirmed the three pins. We landed and the nose gear collapsed. This was not uneventful! It is fortunate that before landing I suggested he ask to switch to the smaller of the two runways
at this airport, leaving the big runway usable. I am not sure why
I didn’t suggest lots of other things like going around, shaking
the plane, going negative, and using the emergency air, just in
case. Again, he is an experienced pilot in a very well maintained
airplane. Splat! The nose came down very hard and we slammed
into our shoulder harnesses as we slid down the runway. The end
of that story is that we were uninjured and the airplane was eventually given to the insurance company in exchange for a check.
The lesson? When something looks wrong, it might end up being
costly or even injurious! If you are not comfortable with something, question it. Say something. Ask something. Go around.
Don’t be macho when f lying. It’s better to get a sissy call-sign
for being cautious then to hurt yourself, someone else, or your
plane. We weren’t late for the brief so a go-around would have
been easy and a non-issue. In retrospect, we had all the time in
the world. On writing this article, I spoke with both our editor,
Mike “Blade” Filucci and our illustrious leader, RPA President
Terry “Mags” Slawinski. Both call-signs were given for having an
unwelcome relationship with the prop. What is interesting is that
the folks we know that were hit by their prop, and lived, are all
experienced pilots. The lesson from “Mags” and “Blade” is that
we can never be too careful, and that complacency is what ends
up causing accidents, incidents, and injury.
Useless things In Aviation: Runway Behind You, Altitude Above You...
It is a flight leader’s job to take care of the wingmen.
We all know there are many demands on a flight lead’s time while in the air. They include clearing for traffic, navigating, monitoring wingmen
positions, critiquing performance, monitoring fuel, and anticipating contingencies, just to name a few.
One of the best things a flight lead can do to mitigate risk is to pick an appropriate training altitude based on the following givens:
1. In 2013, AOPA reported approximately 70% of VFR GA aircraft fly at 3500' AGL and below.
2. The closer to an airfield you fly, the greater the number of these low altitude aircraft there are.
3. The harder wingmen are concentrating on formation flying, the smaller their situation awareness (SA) bubble is by an exponential factor.
4. The glide ratio of an engine-out Yak/CJ is approximately 7 to 1. A review of the Yak POH says best glide speed (L/D) is 100 MPH, sinking
at 1180'-1375'/minute. The overhead simulated flame out (SFO) pattern is entered at 1300' AGL and will take approximately one minute to fly.
5. The flight should have the primary, or alternate airfield, or a suitable landing area within engine-out gliding range of the working location.
I’ve applied some fighter pilot math to the Yak’s engine out, no wind glide performance to three specific AGL altitudes to give all of us some
hip pocket data points. In the Straight Glide column, the distance listed is how far the aircraft will glide in a straight line before landing. In
the SFO Included column, the Straight Glide distance is reduced by 1.6 NM thereby giving the pilot the ability to fly the SFO pattern from
overhead the field at 1300 ft AGL.
Altitude (AGL)
Straight Glide (NM)
SFO Included (NM)
Time (MIN)
6500'
7.0 nm
5.4 nm
5.4 min
4000'
4.6 nm
3.6 nm
3.3 min
2000'
2.3 nm
1.8 nm
1.7 min
Using the above information, imagine you are a new solo formation wingman attending one of our awesome clinics at an unfamiliar location.
15 minutes into the sortie as #2, the engine begins running very rough, the RPM rolls back to sub idle, you rapidly fall off the wing, fear and
adrenaline hit your body, and you begin to do your DWI (Deal With It) procedures. These include flying the plane, determining and trying to
fix the source of the engine problem, locating and flying toward a suitable landing area, and preparing for a possible SFO. When the engine
quits, these are your time and distance constraints.
From 2000-3000' AGL, you have 1.7 to 2.5 minutes to do all the above realizing that one- minute of that time is required to fly the SFO. You can
glide a maximum of 2.3 to 3.4 NM straight line or 1.8 to 2.7 NM to an SFO pattern.
From 4000-5000 ft AGL, you have 3.3 to 4.1 minutes and a maximum of 4.6 to 5.7 NM straight out or 3.6 to 4.5 NM to an SFO pattern.
From 6500 ft AGL, you have 5.4 minutes and a maximum of 7 NM straight out or 5.4 NM to an SFO pattern.
Risk mitigation flying at 2000-3000 ft AGL is poor. The sortie is flying in the densest GA VFR operating block led by a flight lead with significantly reduced look out time. Any wingman who loses an engine will have minimal time to work the problem and will be landing pretty much
right underneath the location where the engine failure occurred.
Risk mitigation flying at 4000-5000 ft AGL is much better. Traffic density is greatly reduced and having 2-3 minutes to work the problem before
concentrating on landing is a significant improvement. At this altitude, it is possible to work over the top of or within gliding range of most
class C, D, and uncontrolled airfields.
Risk mitigation flying at 6500 ft AGL is very good. Traffic density is again reduced and having over 4 minutes of problem solving time available
is a 25% increase over the 4000-5000 ft AGL time. This altitude also allows operations over the top and within glide range of class C, D, and
uncontrolled airfields.
When you can’t work within gliding range of your primary field, knowing these ranges can help you plan where the mission will be conducted.
For example, at 6500 ft AGL, the 5-7 NM glide range equates to a 10-14 NM cone of safety. At any instant, an engine out wingman can glide to
any suitable alternate airfield or landing area within the cone of safety.
To take care of my wingmen, I do the following:
1. I plan to operate between 5500 and 7500 ft AGL and use a minimum hard deck of 5000 ft AGL.
2. I plan to operate over or within 5 NM of my primary airfield.
3. I plan to identify an alternate airfield/landing area and work over or within 5 NM of it.
4. If ceilings are below 2500 ft AGL, I will not conduct normal formation training flights unless I can operate over or within 2 NM of the primary/alternate airfield or suitable landing area.
5. 2000 ft AGL is the lowest hard deck I will use for normal formation training flights.
As you have heard me say often, we do this for fun, not National Defense. Fly smart out there.
Terry “Mags” Slawinski [email protected]
www.flyredstar.org
39
Anaxyrus Terrestris Feces
Extrapolations of the “HTT” Factor
I
n my 59 years in the aviation industry, I’ve noticed the environs of aircraft hangars. Be it the aircraft sheltered there or
the tools for their repair or maintenance. The other inhabitants,
various mechanics, occasional pilots, pets (dogs the prevalent),
calendars of ladies, Tyke bars, plus universal tastes of different
music, are prevalent to the observer. One, however, always took
notice of the cleanliness (or lack thereof) of the hangar f loor.
Reference the old saying, “A tidy shop is a professional shop.”
By Reseracher James E. Goolsby Sr. ATP, A&P, RPACP,
Lab Assistant Edris Paraiso Goolsby MSW
Question 3. What is the average weight of Anaxyrus Terrestris?
Question 4. What is the average size and weight of one feces de
posit?
Question 5. How many feces deposits in one night on hangar f loor?
Conclude with estimate of weight of consumed insects for one
year by one individual Anaxyrus Terrestris.
Method of Calculations
First, each sample was measured via calibers and weight. Note
researcher wearing protective gear and enhanced vision apparatus. Also, head gear to prevent cross contamination of samples.
For thirty samples the average weight was 25 mg.
Thus, when I started discovering my normally clean hangar f loor
had strange looking oblong (kind of pickle shaped) deposits in
different parts of the hangar each and every morning—particularly after I had just swept it clean the evening before (a daily
ritual). Of course, while away on multi-day f lying trips, the accumulation was very noticeable.
Then one evening I spotted the culprit.
Anaxyrus Terrestris
Enter the Southern Florida toad or Anaxyrus Terrestris. While a
native of south Florida, it seems this one had migrated to north
central Florida. Evidence of "climate change?" A question not
fully answered in my research. I think from my evidence, it is a
stable and abundant food source.
For the same samples the average
length was 21.82 mm.
Not being a malicious person by nature, I did contemplate dispatching said offender. Besides, the creature (though repulsive
in looks) may, in fact, have certain benefits. We all know “they
eat bugs.” But, just how much and what bugs do they consume?
These questions lead to this scientific paper.
Typical examination of samples
found various insects. Largest was the “Hump Back Dung Beetle”
averaging 5.20 mm in length and 4.55mm in width. Average digested weight 6.5 mg. Average number in one deposit = 4.
Question 1. Does Anaxyrus Terrestris
eat bugs?
Question 1a. What species of insect
and what their detriment is to the
hangar environment?
Question 1b. What is average weight
of the different insects?
Question 2. When and how often
does the Anaxyrus Terrestris feed on
insects?
40
Red Alert Fall 2015
For the same samples the average
diameter was 7.67 mm.
Also numerous juvenile Eurycotis Floridana, or common “Palmetto bug” (a.k.a. roach). The
average size was 2.74 mm by 1.99
mm. Average weight was 3 mg.
Average number in one deposit
= 6.
eurycotis Floridana or common
“Palmetto bug”
Finally, researcher was able to determine the remains of mosquitoes. However, there was great difficulty in trying to determine the exact species, as there were mostly only wing and leg
remnants. According to the Florida Medical Entomology Laboratory, there are 12 distinct species of mosquitoes in Florida. Most
likely, however, it would be the Ochlerotatus Bahamensis mosquito based on independent and personal experience, i.e., "biters." Also, because the location of samples came from a distance
away, from the St. Johns River, the specimens could not be the
so-called “Blind Mosquitoes” (actually aquatic midges), that do
not bite but have the distinct habit of invading any and every ear,
nose, or open mouth, literally dozens at a time. Also, because of
digestion, it was extremely hard to determine an accurate count
in each and every sample. However, an interpolation of some
numbers shows an average of 21 mosquitoes per sample. Average
weight = 5 mg.
As for the Hump Back Dung Beetle, (some 2,880 individuals per
year) again reducing the breeding population. While these insects are not necessarily biting, nor a general nuisance, they seem
to have the propensity for dying in an aircraft’s cockpit. Thus,
they become an unwelcome "shower" during inverted f light.
Of course, the above numbers are assuming an active animal for
360 days with two deposits per day, operating only between sunset and sunrise. Days on which the temperatures dropped would
affect feeding rate, of course, and thus, deposits. The breeding
season would effect this also, however, this was not taken into
consideration.
Addendum: 29 May, 2015
Correction to data. All Scientific research needs to be correct
when new data changes significantly. In subsequent observations,
it was noticed that thre was an increase in the size of Anaxyrus
Terrestris hangar deposits—on average 2.5 times larger. The reason became clear when it was noticed an increase in the mosquito
population. A quick dissection of samples confirmed the common hangar toad was, indeed, consuming much larger quantities
of all types of insects.
The number of bugs consumed is important. From interpolation
of above data, it could be assumed that 15,120 mosquitoes were
consumed in one year and, thus, prevented the emergence of
their offspring AND the emergence of the second generation of
their offspring. A very significant effect considering the number
of offspring from one adult mosquito.
Also, the number of immature Eurycotis Floridana (approximately 2,160 by extrapolation) would considerably reduce its
population from that if left unchecked. The feces of the Palmetto
bug will cause illness if breathed in; also, it can instigate corrosion on all metals except stainless steel.
Congratulations
to our pilots who have achieved
formation qualification
Certificate of Formation Qualification
Presented By The RedStar Pilots Association To:
____________________________
In recognition of the successful completion of the prescribed Wing Pilot
course of formation training as required by the RedStar Pilots Association and
the Formation And Safety Team (FAST)
Aircraft Make, Model and Registration Number:
______________________________________________________
Recorded on this ______ day of __________ in the year __________
__________________________________
Qualifying Pilot
__________________________________
Check Pilot
My conclusion after this research, is that the Southern Florida
Toad or Anaxyrus Terrestris is a benefit to the ecology and maintenance of an aircraft while in a hangar. That it does eat destructive, infectious, and distractive insects. That while the Anaxyrus
Terrestris weighs an average of 1.1 ounce, it will eat more than
three times its body weight in a year. Not bad for an animal that
cannot run, is highly effected by cold temperatures, and only
hunts in the dark. And, except for the “HTT” factor (Hangar
Toad Turds), it can be considered a benefit to a properly maintained hangar.
An extrapolation of the new data shows that Anaxyrus Terrestris
actually may consume more than 9.45 ounces per year, or eight
times its body weight. The sudden increase has now been determined to be a seasonal phenomenon—summer brings an explosive increase in the insect population, which,of course, would affect HTT data.
This researcher hopes this information is helpful to both the aviation community and janitorial services.
Wingman
Allen Ingle
06/25/2015
Matthew Lazar07/01/2015
Wayne Altman07/01/2015
Timothy Wilde07/01/2015
Daniel Booker07/15/2015
Lee Haven07/18/2015
Andrew Stanski08/29/2015
Christopher Thomas 08/29/2015
Vince Tryer08/29/2015
Flight Leader
Greg Vouga
06/25/2015
Jim Kilpatrick08/29/2015
www.flyredstar.org
41
Combat vs. Training
Lessons Learned
By Rich Martindell [email protected]
T
he difference between f lying combat missions and training
sorties is a lot more subtle than the obvious fact that you can
really get shot at in combat. No matter how much you want to
train the way you fight there are peacetime training constraints
you just can’t get around and you unconsciously carry those conditions with you unless you really work to recognize them. One
goal of the Red River Valley Fighter Pilots’ Association (River
Rats) is to mentor new aircrew members and help them understand the differences between the training environment and f lying real combat sorties.
Lieutenants of the 34th TFS at Korat in 1972
I did my F-4 transition training at what was George Air Force
Base near Victorville, California. We did not have a supersonic
training area and anytime someone went supersonic and created a sonic boom the base got irate phone calls that reverberated down to the squadron and the pilot was in trouble. Also, at
that time, Air Force air-to-air tactical doctrine was something
called fighting wing which originated in World War II and carried through the Korean War. Basically, in fighting wing the
leader was offensive and the wingman’s job was to be defensive
and protect his leader by staying close to his leader to protect
him. The Navy at that time was teaching a tactic called Loose
Deuce where the wingman was expected to maneuver in concert
with the leader to gain a position of advantage and bring weapons to bear as quickly as possible and he would be cleared to
shoot to end the engagement. When I got to my operational unit
I encountered a squadron with enlightened leadership. My f light
commander took me into the weapons and tactics office, reached
into the back of the classified safe and pulled out a navy operations manual (NATOPS) on Loose Deuce and said when you can
f ly Loose Deuce we will put you on air-to-air escort missions in
North Vietnam. Until then you will f ly interdiction and close air
support in South Vietnam.
My f light commander took every opportunity to get extra gas
from the air-to-air refueling tankers when we came back from a
mission in South Vietnam so I could practice Loose Deuce tactics. Actually, my first five missions were interdiction with a fast
FAC (forward air controller) in the southern panhandle of North
Vietnam. After awhile my f light commander said I was ready to
f ly escort for the bomber F-4s striking targets in North Vietnam.
When you f lew escort you wanted to maintain a high energy state
to be able to aggressively engage any MiG that tried to attack the
bomber aircraft you were escorting. That speed put us right up
against the Mach at the altitudes we were f lying. On my first mission to North Vietnam I was number four in a four-ship escorting a f light of F-4 bombers. Needless to say I got out of position
and fell behind the proper position. My back seater told me to get
forward where I should be and my conditioning from training
made me say, “if I go any faster we’ll be supersonic”. In one of the
calmest voices I’ve ever heard my back seater said, “Rich, they’re
already mad at us.” That was my “aha” moment, this was a whole
different environment and the rules were different.
A pilot I worked for several years later had a more significant
“aha” moment in North Vietnam. He was f lying an F-105 on a
bombing mission in North Vietnam and was egressing the target
at a high rate of speed after delivering his bombs and he got an
indication in the cockpit that a gear door was open. Nine times
out of ten it was just a matter of a an indicator switch not being properly adjusted and the door being only a fraction of an
inch open but the proper procedure was to slow below gear lowering speed to prevent any damage to the gear door. My friend
instinctively followed the checklist procedure and slowed down
which allowed the anti-aircraft artillery gunners to accurately
track and hit his aircraft forcing him to eject in North Vietnam.
He had time on the ground waiting for the rescue helicopter to
come and get him to contemplate that it would have been better
to bring the jet home without a gear door than to not bring the jet
home at all and have the opportunity to practice his escape and
evasion skills for real.
The positive G limit for the F-4 was 9 Gs. One day my hootch
mate put 12Gs on his airplane doing a defensive break against a
missile he thought was tracking him. The over G broke the motor mounts on both engines and dictated maintenance perform
a major over G inspection of the entire airplane. The operations commander for the wing felt compelled to admonish my
hootch mate about the over G and ordered my hootch mate to
report to him to discuss the matter. The operations officer asked
my hootch mate why he put 12 Gs on the airplane. The captain
looked at the colonel and said, “because that’s all I could get.”
The interview was over.
In combat you need to be prepared for things to not go as planned
and be f lexible to adapt to new circumstances. In short, when
42
Red Alert Fall 2015
things change, change the plan. I was tasked to lead a two-ship to
escort B-52s and protect them from MiGs while attacking targets
in southern North Vietnam near one if their airfields at Vinh.
We were to protect two f lights of B-52s with target times of 1 and
2 o’clock in the morning. The plan was to take off from Korat in
central Thailand, go to a tanker in Laos, meet the first f light in
the Gulf of Tonkin, escort them into and out of North Vietnam,
go back to the tanker for more fuel and repeat the process for
the second f light. After that we would go back to the tanker to
get enough fuel to go back to Korat. Everything went as planned
until we were on the tanker after escorting the second f light of B52s. The tanker crew told us the airborne command post needed
to talk to us. I got up on the tanker’s wing and changed frequencies to the command post where I learned that the f light that was
scheduled to escort the next two B-52 f lights at 3 and 4 o’clock
had maintenance problems and couldn’t make it and we needed
to cover the 3 and 4 o’clock target times. So we repeated the process of escorting each B-52 f light and refueling in between. After
escorting the 4 o’clock f light we were back on the tanker and
once again we were told to contact the command post. The escort
f light for the pre-strike photo reconnaissance mission also had
maintenance problems and we were now assigned to escort the
You also take things you learned in combat back to the peacetime environment that need to be exorcised from your f lying.
Flying out of our base in Thailand we routinely f lew into bases
in South Vietnam where small arms fire in the traffic pattern
was likely and shoulder fired heat seeking missiles were possible.
Because of this we would f ly very tight overhead tactical patterns
to minimize our exposure at slow speeds and low altitude with
an on speed base to final turn rolling out over the overrun and
touching down in the first 500 feet of the runway. My assignment
after Southeast Asia was to Germany and while it is an operational command with war time tasking it is a peace time command for training. Everybody’s first f light in Europe has to be
with an instructor pilot so my new f light commander who was
also a squadron instructor pilot got in my backseat for my first
F-4 f light in Europe. We went out single-ship to do some basic
aircraft handling maneuvers and then came back to the base for
an instrument approach. After that we went out to see the VFR
entry pattern and do an overhead pattern to a full stop landing. I
did the pattern like I had been doing them in Vietnam, very tight
and very aggressive. In the debrief after the f light my f light commander said that my VFR overhead pattern was the best that he
had ever seen but I should never do it like that again. In Europe
the rule was wings level at 300 feet AGL and a mile on final.
The rules can change depending on the environment in which
you are operating. The challenge for a pilot is to recognize the
changes and adapt to them.
Crews for a 2-ship Flight in Vietnam
Recce aircraft. The RF-4 joined us on the tanker and gave us his
route over several targets in central North Vietnam. The prestrike Recce mission was called the run for the roses as it f lew
over the targets for the main stike of the day against targets in
the North Vietnamese heartland. Thanks to Petula Clark strikes
against targets around Hanoi and Haiphong were called going
“Down Town”. Off we went to f ly west to east across North Vietnam from Hanoi to Haiphong and protect the RF-4 from MiGs.
After that we went back to another tanker and then home to Korat. A planned 4 hour mission with one type of escort turned into
an 8 hour mission with two types of escort in two completely
different environments.
Ready for an interdiction mission in South Vietnam.
www.flyredstar.org
43
Yak hacks
By Craig Payne [email protected]
W
ell, not just Yaks, but CJs and similar RedStar type aircraft
as well. So what is a “Hack?” In today’s popular culture,
the term has been extended from the computer world to mean
just about any kind of work-around or shortcut to get a job done.
That’s what I’m referring to here when working on these aircraft.
Why would a Yak need to be hacked? The primary reason is not
having the correct part or metric hardware handy to make a repair. Some repairs must always use the correct part or hardware,
but many items can be substituted—some “hacks” are even better
than stock parts.
Rule-of-Thumb
Use Aircraft Hardware rather than the metric stuff from the Aircraft Certified Equipment (ACE) hardware store. Aircraft bolts
are made with rolled threads, not cut, and they are yellow zinccadmium plated, made specifically for the job.
Common Substitutions
Use 3⅛” diameter U.S. instruments to replace factory metric instruments. The holes are the same size but calibration is in different units. Curiously, the smaller holes also fit the 2¼” U.S.
instruments sizes. I guess designers chose not to re-invent what
was already available.
For non-structural sheet metal parts, use .025” thick 2024-T3
aluminum in place of the .027” thick metric stuff. For structural
repairs, use .032” size with ⅛” rivets.
Bolt and nut substitutions: (non-critical usage only)
DIN spec metric hardware, not made for aerospace use but generally usable.
Use 8-32 size screws (.164” dia.) to replace M4 size (.157” dia.) if
the hole is big enough.
Use 10-32 size AN 3 bolts (.190” dia.) in place of M5 bolts (.197”
dia.)
Use ¼-28 size AN4 bolts (.250” dia.) in place of M5 bolts (.236”
dia.) if the hole is big enough.
Use ¼” 5052 aluminum tubing to replace air lines. The “B” nut
must be drilled with a 5/16” bit to accept the AN818-4 sleeve couplings.
Use Aeroquip 303 hose in place of metric oil hose, re-using the
metric fittings. Other industrial hose types from Gates provide
a better fit, offer superior strength and temperature ratings. The
pipe thread used in these airplanes is the same size as SAE, which
allows the opportunity to convert to an SAE hose fitting on the
other side.
5606 hydraulic f luid works fine in the struts and Granville strut
44
Red Alert Fall 2015
seal works its magic just as well as in certified U.S. aircraft.
Aeroshell #5 for prop bearings. I use it in wheel bearings also.
Bearing substitutions:
All bearing manufacturers in the world use a similar numbering
system. Match or cross-reference the numbers and the bearings
match. I buy my wheel bearings locally.
Many CJ-6 parts and Yak-52 parts interchange. Wheels, tires and
brake parts as well as other airframe accessories.
Use the Chinese CD-5 magneto on the M-14P engine. The timing must be set differently but the CD-5 advances the spark automatically and it is cheaper than the M-9F magneto. However,
although it can be done, do not use the M9F on the Huosai engine
since there is no centrifugal advance. The Wilga M9 magneto
looks “exactly” like the Chinese CD-5 and has auto-advance as
well. I found one in 2013 on eBay cheap; and it was new old stock
in the box!
Some of the J1-9 and V-530 prop parts also interchange. The hub
seals, dome (with some alteration) and dome seals as well as the
brass sliders. Seals are the most commonly used maintenance
items on these props.
Short Cuts
On CJ’s, during gear retraction testing, the gear can slam down
quite hard, even with low air pressure and f low restrictors. Remove the upper gear well covers and make a safety wire loop on
both ends of a 30” piece of wire. Hook one end over the gear uphook release lever and thread out towards the wingtips, over the
upper cover. After the gear is unhooked from the down locked
position by minimum air pressure, swing up the wheel by hand
until it locks. With the upper cover removed it is easy to inspect
with a light. Stand clear and pull the safety wire to release each
gear leg. I catch the wheel before it locks and can repeat as necessary to adjust the fit of the gear doors or check the adjustment of
the lock hook. The nose gear can also be released manually. The
final test will be with air pressure after all else is verified.
Lack a tail stand for the retraction test? I use a wooden saw horse
with two cement bags on a shelf underneath. The tail loop tiedown is the bolted to the sawhorse with a metal U-clamp.
Does your Yak-52TW suffer from high oil temps during summer
operation? Remove the oil filler cover and f ly without, this allows
air f low over the oil tank. Or, build a cover with built-in air scoop
and exhaust vent.
After-Market Hacks
Stainless steel Air-Water separator: keep the air system dry and
the rest of the system will benefit from lower maintenance. The
importance of this cannot be understated for pneumatic system
airframes. Yaks tend to lack this nicety and suffer for the lack of
one. Call Doug Sapp.
Air filter: Some Yaks do not have one but Brackett makes a foam
slip-on for the Nanchang. Air filters keep out the silica which
accelerates wear in any engine. The Yak can be retrofitted with a
one-off solution and that would be well worth the effort.
Oil Filter: The installation of a 20 gallon-per-minute, 10 micron
filter will remove a lot of silica (dirt) that causes wear to metal
parts inside the engine. Extend the usable life of the engine with
a remote mounted oil filter. These filters also trap destructive
metal particles and have been known to get airplanes home that
would have otherwise failed in route.
Automotive Wire conversions: A careful install will side step
many hours of maintenance and miss-firing issues with the stock
system. After market sparks plugs are cheap and good. Take care
to gap properly; no more than .020” for standard magnetos or the
magneto coil may overheat at altitude.
Almost every owner uses a stainless steel exhaust system. There
may a stock CJ-6 out there with a steel system but it will not last
for long! Go Stainless now.
Everyone knows that Desser Tire carries U.S. made metric tires,
right? Their cores can be recapped at least twice and recaps last
longer than the original. In my experience, Desser recapped Russian or Chinese cores last much longer than single compound,
OEM tires. I use a Baron nose wheel conversion on my CJ-6 for
both `lower tire cost and the reduced maintenance with sealed
bearings.
another, but long term “hacks” are needed.
Automotive point conversion: M14.com has developed a replacement. I have built up a few units for testing but have not sold any.
In the near future, conversions like this will be part of a magneto
overhaul.
Magneto coils: I have run an electronic mag conversion for about
3 years now. The coil was removed and off-the-shelf automotive
components were used along with my custom distributor cap. So
far it has been robust and reliable. Barrett Precision Engines offer
a dual eMag type of setup, complete with wiring and coils that is
state of the art but may be expensive for some pocketbooks.
Carburetion: Perhaps I should say “fuel delivery system”. Air Performance already has a compatible throttle body unit and Barrett/Kimball has an improved injector nozzle for it. Not cheap
but several automotive setups designed to swap out carburetors
are marketed. They are programmable and some can “learn” the
engine you adapt it to. They run about half the cost of the Air
Performance unit. “Some experimentation required” would be
the disclaimer here.
Future Hacks
The Yak/CJ airframes are strong. The Yaks especially and com-
Enable use of 12V instruments and equipment by installing a
24VDC to 12VDC converter. My brand of choice is Pyle. They
manufacture audio quality equipment of good quality and low
price. The Pyle PSWNV480 will deliver 480 watts at 12VDC and
handle most equipment needs, including the trigger voltage for
my electronic ignition. Pyle also makes low-cost units of less and
greater capacity.
The most useful “hack” I have installed is the rudder pedal mod
that allow my legs to stretch out on a cross country. Prior to that,
each f light was a lot shorter because of the discomfort of a hard
parachute and not being able to stretch out. Short legged people
will not understand this.
A popular “hack” is to install adjustable rudder trim and aileron trim; especially on CJ-6s used for cross-country cruising.
At gatherings like Oshkosh, numerous examples can be spotted.
Some manual, some are added for autopilot use. (See photos at
the end of this article.)
Parts Supply Issues
Some parts regarded as “wear items” are in short supply since
they are no longer in production. Ignition components come to
mind but carburetion is not far behind. Automotive wiring conversions solve some big problems, and mag coil rewinding solves
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bined with low airframe times, I see plenty of life left in them.
Could you imagine a Chevy crate engine conversion to replace
the Huosai? It’s been in my mind even before the “LS” series V-8’s
were available. At AirVenture 2015, I saw two such conversions,
complete with reduction units. How about electric replacing the
pneumatics? That’s something I wish for every time “stuff ” happens. Of course then, we love these airplanes for what they are….
right?
Retro Air Designs
AVIATION AND WWII COLLECTIBLES
www.retroairdesigns.com
619-249-3916
46
Red Alert Fall 2015
This is in response to your email, dated April 17-21, in which ICAS, FFI, and FAST, on behalf of the pilots identified in those emails, asks for relief from the approval process required by FAA Order 8900.1, Volume 3, Chapter 6,
Section 1, Paragraph 3147(K)(3)(b) of Change 86. Paragraph 3-147(K)(3)(b) states in pertinent part that non­aerobatic maneuvers by multiple aircraft or aircraft in formation with an energy vector directed towards the primary spectator area are prohibited unless approved in accordance with paragraph 3-149.
After reviewing the request, the FAA finds the deviation acceptable, limited to the specific group of pilots identified who hold an current and valid ICAS Statement of Aerobatic Competency (SAC) , or a FAST or FFI industry
formation credential , and are , subject to the following conditions and limitations:
1. Pilots receiving relief must possess a valid FAA F mm 8710-7, Statement of Acrobatic Competency, or Transport
Canada Form 26-0307, Statement of Aerobatic Competency
2. Pilots receiving relief must have been evaluated by a duly authorized ICAS Aerobatic Competency Evaluator
(ACE) within the last twelve (12) months.
3. Pilots receiving relief must possess a current and valid Industry F onnation Credential issued FAST or FFI.
4. Pilots receiving relief must have been evaluated by a duly authorized FFI or FAST check pilot.
5. Relief from paragraph 3-149 is applicable only to a maneuver that was previously evaluated by a duly authorized ICAS ACE during the previous evaluation.
6. Relief from paragraph 3-149 is only applicable to maneuvers evaluated by a duly authorized FFI or FAST check
pilot.
7. Relief from the requirements of Paragraph 3-149 is limited in scope to only that necessary for a non-aerobatic
maneuver as described by Paragraph 147(K)(3)(b ).
8. Pilots receiving this relief are expected to have this letter and present their current and valid ICAS SAC, FFI, or
FAST credential,ifrequested. An electronic copy is acceptable.
9. The relief offered by this Letter of Authorization will no longer be available once Change 86 to FAA Order
8900.1, Volume 3, Chapter 6, Section 1 is rescinded, and
a new change FAA Order 8900.1, Volume 3, Chapter 6, Section 1 is approved and implemented.
This office is available to answer any questions you may have concerning this Letter of Authorization or FAA aviation events policy. Sue Gardner, FAA National Aviation Event Specialist (NAES), can be reached by telephone at
(630) 880-5834 or via email at
[email protected].
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Forward all non-deliverable mail to:
RedStar Pilots Association
C/O Byron Fox
80 Milland Drive
Mill Valley, CA 4941
The RedStar Pilots Association is a notfor-profit organization dedicated to the
safe operation of all aircraft. For further
information or to become a member,
please visit: www.flyredstar.org
To advertise in this publication, please
contact the RPA administrator at:
[email protected]