* Welcome *

Scroll down to see the latest post and / or click on the Calendar of Events Link to check out upcoming area events.....

Please let me know if you know of an event that is not listed on thecalendar of events link so that it can be included.

Check out the Featured Aircraft section ...Future editions will feature info. on little known or unusual Military, Experimental, and Production Aircraft...Hope it's of interest.

Thanks for stopping by.
Richard Warner
Contact:grassrootsflying@hotmail.com

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Click Below for Link to Calendar of Events


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Featured Military Aircraft


This JRF-5 Grumman Goose was assigned to Naval Air Station Jacksonville, Florida (USA), in 1941 and remained on the station throughout the Second World War. Only one of these aircraft flew from the station and was used for utility purposes, including photograph.


The Grumman G-21 Goose amphibious aircraft was designed as an eight-seat "commuter" plane for businessmen in the Long Island area. The Goose was Grumman’s first monoplane to fly, its first twin-engined aircraft and its first aircraft to enter commercial airline service. During World War II, the Goose became an effective transport for the US military (including the Coast Guard), as well as serving with many other air forces. During hostilities, the Goose took on an increasing number of combat and training roles. The adaptable transport continued in postwar use.

In 1936, a group of wealthy residents of Long Island, including E. Roland Harriman, approached Grumman and commissioned an aircraft that they could use to fly to New York City. In response the Grumman Model G-21 was designed as a light amphibian transport. The typical Grumman rugged construction was matched to an all-metal, high-winged monoplane powered by two 450 horsepower (340 kW) Pratt & Whitney R-985 Wasp Jr. nine-cylinder, air-cooled radial engines mounted on the leading edge of high-set wings. The deep fuselage served also as a hull and was equipped with hand-cranked retractable landing gear. First flight of the prototype took place on May 29, 1937.

The fuselage also proved versatile as it provided generous interior space that allowed fitting for either a transport or luxury airliner role. Having an amphibious configuration also allowed the G-21 to go just about anywhere, and plans were made to market it as an amphibian airliner. Some had a hatch in the nose, which could remain open in flight.

There were a number of modifications of the Goose, but the most numerous were those by McKinnon Enterprises, who made three different conversions. The first involved replacing the Goose's engines with four Lycoming GSO-480 piston engines. The second, named "Turboprop Goose" involved replacing the engines with two Pratt & Whitney Canada PT6A turboprops. The third and final variant was the "Turbo-Goose", which was based on the"Turboprop Goose", but with larger windows, and retractable floats on the wings.

In November 2007, Antilles Seaplanes of Gibsonville, North Carolina announced it was restarting production of the Goose. PWC PT6A-34 turboprops will replace the original Pratt & Whitney piston engines, and the airframe and systems will be updated, increasing the seating capacity from eight to 10 places; the aircraft will be known as the Antilles Super Goose. The first example is now being assembled.

Envisioned as corporate or private "flying yachts" for Manhattan millionaires, initial production models normally carried two to three passengers and had a bar and small toilet installed. As well as being marketed to small air carriers, the G-21 was also promoted as a military transport. In 1938, the US Army Air Force purchased the type as the OA-9 (later, in the war years, examples impressed from civilian ownership were designated the OA-13A). The most numerous of the military versions were the United States Navy variants, designated the JRF.

The amphibian was soon adopted by the Coast Guard and, during World War II, it also served with the RCAF in the transport, reconnaissance, rescue and training roles. The G.21 was used for air-sea rescue duties by the Royal Air Force (RAF). The RAF, in a common naming convention with all of its aircraft, designated the type as "Goose".

On returning to civilian service, after the war, the Goose found continued commercial use in locations from the wilderness of Alaska to the sunny climes of Catalina.

A total of 345 were built, with about 60 still airworthy today, most being in private ownership, some of them operating in modified forms. Source:Wikipedia

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Featured Experimental Aircraft




Pietenpol Air Camper

The Pietenpol Air Camper is a simple homebuilt designed by Benard H. Pietenpol. The first prototype that became the Air Camper was built and flown by Pietenpol in 1928.

Development

The Air Camper was designed to be built of spruce and plywood. One of Pietenpol's goal was to create a plane that was affordable and easy to construct for homebuilders. Building an Air Camper requires basic woodworking skills and tools. Builders also need to fabricate some metal fittings to attach the wooden parts together. Some welding is required. The plans for the Pietenpol Aircamper were originally published in a four part serial in the "Flying and Glider" Manual of 1932-33.

The original model was flown using an Ace four cylinder water-cooled engine. The Model A Ford engine later became the standard powerplant used. Other engines have also been used including the Ford Model T, Ford V8, Velie, Kinner, Lycoming, Franklin, Continental and Chevrolet Corvair

In the 1960s BH Pietenpol began to favor converted engines from the Chevrolet Corvair automobiles. The Corvair engine was smoother, stronger and significantly lighter in weight compared to the Model A. As a result of the lighter weight of the Corvair engines the airframe was lengthened for weight and balance reasons. Over the years over 30 different engines have flown in the Pietenpol Air Camper. Many modern Pietenpol builders prefer Continental A65, C85, or C90 powerplants.

Variants

BH Pietenpol also designed and published plans for a single-seat version of the aircraft named the Sky Scout, which was slightly smaller and was powered by the Ford Model T engine. During the late 1920's and early 1930's, this was less expensive than the Model A used in the Air Camper.

Specifications (Typical Air Camper)

General characteristics

  • Crew: One pilot
  • Capacity: One passenger
  • Length: 17 ft 8 in (5.39 m)
  • Wingspan: 29 ft 0 in (8.84 m)
  • Height: 6 ft 6 in (1.98 m)
  • Wing area: 135 ft² (12.5 m²)
  • Empty weight: 610 lb (277 kg)
  • Loaded weight: 995 lb (452 kg)
  • Max Takeoff weight: 1080 lb (490 kg)
  • Powerplant:Ford Model A engine (adapted for aero use)

Performance

  • Maximum Speed: 86 knots (100 mph, 160 km/h)
  • Stall Speed: 30 knots (35 mph, 56 km/h)
  • Rate of Climb: 500 ft/min (152 m/min)
  • Wing Loading: 7 lb/ft² (36 kg/m²)
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Featured Production Aircraft



Culver Dart


The Culver Dart was a 1930s American two-seat light monoplane aircraft produced by the Dart Aircraft Company (later the Culver Aircraft Company.

Design and development

In the early 1930s Al Mooney was working for the Lambert Aircraft Corporation, builders of the Monocoupe series aircraft. He designed a small two-seat monoplane, the Monosport G. When the company ran into financial difficulties Mooney bought the rights to his design and with K.K. Culver formed the Dart Aircraft Company. The aircraft was renamed the Dart Dart or Dart Model G.

The aircraft was a low-wing monoplane designed to be light with clean lines to enable it to use low powered aero-engines. It had a fixed undercarriage and a tailwheel. The initial version was named the Dart G powered by a 90 hp (67 kW) Lambert R-266 radial engine. That engine was in short supply, so the aircraft was fitted with a Ken-Royce engine and designated the Dart GK. The final version was the Dart GW powered by a Warner Scarab Junior radial engine. Two special aircraft were built with larger engines.

In 1939 the company was renamed the Culver Aircraft Company and the aircraft was renamed the Culver Dart.


Variants

Dart G
Initial production version powered by a 90 hp (67 kW) Lambert R-266 - ca. 50 built.
Dart GC
125hp Continental O-200 - 10 built
Dart GK
Variant fitted with a 90-hp (67 kW) Ken-Royce engine - 25 built.
Dart GW
Final production version powered by a 90 hp (67 kW) Warner Scarab Junior - 8 built.
Dart GW Special
Two aircraft fitted with larger Warner engines, one with a 125hp (93 kW) engine, and the other with 145hp (108 kW) engine.

Specifications (Dart GW)

General characteristics

  • Crew: 2
  • Length: ()
  • Wingspan: 29 ft 6 in (8.99 m): 29 ft 6 in (8.99 m)
  • Height: 6 ft 1 in (1.85 m)
  • Wing area: 176 ft² (16.35 m²)
  • Wing span: 940 lb (426 kg)
  • Max takeoff weight: 1,540 lb (699 kg)
  • Powerplant:Warner Scarab Engine radial piston, 90 hp (67 kw)

Performance

  • Maximum speed: 131 mph (211 km/h)
  • Range: 495 miles (797 km)
  • Service ceiling: 16,000 ft (4875 m)
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News

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September EAA Breakfast

Make plans to attend the Gallatin Chapter EAA Flyin Breakfast on Saturday, September 18th. ( 7 -10 am. )
Held over by popular demand for an encore performance...
I am told this will be the last breakfast for the year and Carolyn is planning on going out with a bang!!

Come on down!! $5:00 donation requested.
The food and fellowship is worth the trip!!!!

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Last Month's EAA Breakfast:Submitted by Aviator Frank

Here are the pics from the fly in. I counted approx 23 planes in the pics and that was just before the peak of the event. I believe their was 35 total, and by the way I must thank Sheldon B for the ride in the green machine in order of making the aerial photos a reality. (It was FUN)
Submitted by: Aviator Frank































































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Submitted by: Eddie Smith on: August 3, 2010












I'm back from California. Have a bunch of pic and hours of video to go through. I hit Burbank Ca, flew over LAX in the special VFR path, Torrance, CA, Catalina Island, San Diego, Chino (a must for a pilot. Hundreds of planes at that airport. Alot of old military planes,2 plane museums), Aircraft Spruce (bought an oxygen system), Big Bear (another must see @ about 7000'), Lake Havasu, Az (London Bridge was brought over from London and reconstructed over the Colorado river/ Lake), Sante Fe, New Mexico(spent a day there), TCC New Mexico (fuel stop), Mc Alester Ok ( I have a cabin there and it is a fuel stop). Flew from Mc Alester,Ok to California in one day (about 9 hours in my plane 130 kts). It worked out exactly the same 14 hours out and 14 hours back with 4 hours So Cal flying. Total 32 hours over 12 days.
Eddie Smith
Beech Sierra
8052R







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Merlin Grigsby's New Ride


Good to have our ole buddy Merlin back in the air. I know he's glad to have a faster way to travel to all the airports that he goes to doing transponder and pitot/static system checks.



















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Photo Submitted by Franco Valentino

Franco Valentino's Skyhawk is in for a new paint job.... Flew so fast that he blew the old paint right off... Look forward to seeing it in it's new paint scheme....










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Richard's Ramblings

Rumor has it that John Oldham has been out flying the flight school's 172 around. Quite a bit different than the King Air he was flying.... ( But I'm sure he can handle it!! )

Dana Falkner and I flew his 182 around several weeks ago..Shot a couple of approaches at Smyrna, then off to Bowling Green for lunch...Great time with a seasoned pilot..( Made me see just how much I've yet to learn )

I passed my CFI checkride this week and starting on CFII next week...thanks to Dave, John, and Teddy, and all who helped. I know I drove you crazy!! You folks are the best.
Currently instructing in Lebanon....hope to be available in Gallatin as well..we'll see how it shakes out.....

Took a ride with Tim Adair in his Cardinal on Friday..Flew up to Portland for a couple of crosswind takeoffs and landings....Had a great time and Tim did a great job!! I'd fly with him anytime.

Jerry Kirby and I took a Piper Arrow up and put it through it's paces this week....we were trying to get it to break in a cross controlled stall..we had full left rudder, full right aileron, and full aft yoke, airplane bounced around in a severe buffet ( Insulation falling out of the cracks in the headliner ) but couldn't get it to break without potential damage to airplane. Even power on and power off stalls were a non event...The manufactures have designed airplanes with great anti stall characteristics ( which is great to help keep pilots safe ), but getting used to that type of flying can lull us to sleep and get us in trouble if we fly a different type airplane...fly safe!!

Flew over to Lafayette airport several weeks ago and met Jerry Cherry who has taken over the operation there...stop by and introduce yourself if you can..he's a good guy!

Teddy and Fred Knox have been doing a lot of flying lately...It's also my understanding that Chris Findley has been working on his CFII....(good luck Chris!)

Bob Moon presented the program for the Gallatin EAA this past month..He shared some great info on the Peterson STC on his 182 with the canard. It was amazing to see the short field capabilities of the airplane...Good job Bob !!

This month's EAA meeting will be the third Thursday of the month featuring Jerry Kirby....Jerry will be talking about his recent trip to Fairbanks, Alaska in a cub...Make plans to attend...Starts at 7:00pm @M33 ...All are welcome!!!

Scott Swift and Teddy flew up to Nortre Dame recently....Teddy said it was a great trip...




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ATC says "Cessna 1234A, Runway 36, Line Up and Wait" Huh???

LINE UP AND WAIT PHRASEOLOGY CHANGE

  • Beginning on September 30, 2010, the words "Position and Hold" will no longer be used to instruct a pilot to enter the runway and await takeoff clearance. Under the new "Line Up and Wait" phraseology, the controller will:
    • State the call-sign.
    • State the departure runway.
    • State "Line Up and Wait".
  • Differences in phraseology contribute to runway incursions. Analysis by the National Transportation Safety Board (NTSB) revealed that differences between FAA and International Civil Aviation Organization (ICAO) air traffic control phraseology contribute to runway incursion risks. NTSB recommended that the FAA adopt the international standard terminology: "Line Up and Wait" to replace "Position and Hold".
  • FAA Safety Analysis. In accordance with its Safety Management System procedures, the FAA Air Traffic Organization conducted a safety analysis of this recommendation. FAA implemented mitigations to ensure a safe transition from the old phraseology to the new.
  • Exercise caution. Be aware the phrase "Traffic Holding in Position" will continue to be used to advise other aircraft that traffic has been authorized to "Line Up and Wait" on an active runway.
  • REMEMBER: Never cross a hold line without explicit ATC instructions. You may not enter a runway unless you have been:
    • Instructed to cross or taxi onto that specific runway
    • Cleared to take off from that runway, or
    • Instructed to "Line Up and Wait" on that specific runway

If in doubt ASK!






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Wednesday, September 1, 2010

Abe and Jim on the attack

Thanks to Abe Gaskins for submitting this video. If you haven't seen Abe Gaskins and Jim Johnson's YAK in action, then you've missed out....Here's your chance.....A very unique airplane..