Today's Message Index:
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1. 07:02 AM - Re: Re: Stewart Systems Question? (johnwoods@westnet.com.au)
2. 07:21 AM - Re: Re: Stewart Systems Question? (H. Marvin Haught)
3. 07:41 AM - Re: FW: I was piloting the SR-71 spy plane (C N Campbell)
4. 08:29 AM - Rare Propeller on CL (tkreiner)
5. 03:52 PM - Re: Rare Propeller on CL (Jerry Dotson)
Message 1
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| Subject: | Re: Stewart Systems Question? |
I was wondering what the Stewart System video was and found this.
http://www.youtube.com/user/stewartsystems?feature=watch
Hope the link works.
John Woods
Perth, Australia
Message 2
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| Subject: | Re: Stewart Systems Question? |
There is an 8 DVD set of instructional videos available for $20, which
is refundable with your first order (remind us when you make your order)
that takes you step by step through the covering process with the
system. It also has a full copy of the STC. Also, if several of you
want to order a DVD set, there is no problem if you want to copy the
DVD's.
M. Haught
Aircraft Fabric & Finishes. LLC
On Jan 27, 2012, at 9:00 AM, johnwoods@westnet.com.au wrote:
> I was wondering what the Stewart System video was and found this.
>
> http://www.youtube.com/user/stewartsystems?feature=watch
>
> Hope the link works.
>
> John Woods
> Perth, Australia
>
>
>
>
Message 3
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| Subject: | Re: FW: I was piloting the SR-71 spy plane |
Peter, I had read that on the 'net before but I read and enjoyed it again.
I just can't imagine going that fast and that high. My limit (in a
propellor driven aircraft) was about 25,000 feet and 300 knots -- a lot
slower and lower than the article describes. C
----- Original Message -----
From: "Peter W Johnson" <vk3eka@bigpond.net.au>
Sent: Wednesday, January 25, 2012 11:27 PM
Subject: Pietenpol-List: FW: I was piloting the SR-71 spy plane
> <vk3eka@bigpond.net.au>
>
> Hi Guys,
>
> Not exactly Piet related (speeds are a bit different) but something that
> appeared on another list I thought you may be interested in.
>
> Don't know who wrote it or even if it's true but it sure captures the
> spirit.
>
> Cheers
>
> Peter
> Wonthaggi Australia
>
>
> *In April 1986, following an attack on American soldiers in a Berlin
> disco,
> President Reagan ordered the bombing of Muammar Qaddafi's terrorist camps
> in
> Libya. My duty was to fly over Libya and take photos recording the damage
> our F-111s had inflicted. Qaddafi had established a 'line of death,' a
> territorial marking across the Gulf of Sidra, s wearing to shoot down any
> intruder that crossed the boundary. On the morning of April 15, I rocketed
> past the line at
> 2,125 mph. I was piloting the SR-71 spy plane, the world's fastest jet,
> accompanied by Maj. Walter Watson, the aircraft's reconnaissance systems
> officer (RSO). We had crossed into Libya and were approaching our final
> turn
> over the bleak desert landscape when Walter informed me that he was
> receiving missile launch signals. I quickly increased our speed,
> calculating
> the time it would take for the weapons-most likely SA-2 and SA-4
> surface-to-air missiles capable of Mach 5-to reach our altitude. I
> estimated
> that we could beat the rocket-powered missiles to the turn and stayed our
> course, betting our lives on the plane's performance. After several
> agonizingly long seconds, we made the turn and blasted toward the
> Mediterranean. 'You might want to pull it back,'
> Walter suggested. It was then that I noticed I still had the throttles
> full
> f orward. The plane was flying a mile every 1.6 seconds, well above our
> Mach
> 3.2 limit. It was the fastest we would ever fly. I pulled the throttles to
> idle just south of Sicily, but we still overran the refueling tanker
> awaiting us over Gibraltar. Scores of significant aircraft have been
> produced in the 100 years of flight following the achievements of the
> Wright
> brothers, which we celebrate in December. Aircraft such as the Boeing 707,
> the F-86 Sabre Jet, and the P-51 Mustang are among the important machines
> that have flown our skies. But the SR-71, also known as the Blackbird,
> stands alone as a significant contributor to Cold War victory and as the
> fastest plane ever-and only 93 Air Force pilots ever steered the 'sled,'
> as
> we called our aircraft. As inconceivable as it may sound, I once discarded
> the plane. Literally. My first encounter with the SR-71 came when I was 10
> years old in the form of molded black plastic in a Revell kit.
> Cementing together the long fuselage parts proved tricky, and my finished
> product looked less than menacing. Glue,oozing from the seams, discolored
> the black plastic. It seemed ungainly alongside the fighter planes in my
> collection, and I threw it away. Twenty-nine years later, I stood
> awe-struck
> in a Beale Air Force Base hangar, staring at the very real SR-71 before
> me.
> I had applied to fly the world's fastest jet and was receiving my first
> walk-around of our nation's most prestigious aircraft. In my previous 13
> years as an Air Force fighter pilot, I had never seen an aircraft with
> such
> presence. At 107 feet long, it appeared big, but far from ungainly.
> Ironically, the plane was dripping, much like the misshapen model I had
> assembled in my youth. Fuel was seeping through the joints, raining down
> on
> the hangar floor. At Mach 3, the plane would expand several inches because
> of the severe temperature, which could heat the leading edge of the wing
> to
> 1,100 degrees. To prevent cracking, expansion joints had been built into
> the
> plane. Sealant resembling rubber glue covered the seams, but when the
> plane
> was subsonic, fuel would leak through the joints. The SR-71 was the
> brainchild of Kelly Johnson, the famed Lockheed designer who created the
> P-38, the F-104 Starfighter, and the U-2. After the Soviets shot down Gary
> Powers' U-2 in 1960, Johnson began to develop an aircraft that would fly
> three miles higher and five times faster than the spy plane-and still be
> capable of photographing your license plate. However, flying at 2,000 mph
> would create intense heat on the aircraft's skin. Lockheed engineers used
> a
> titanium alloy to construct more than 90 percent of the SR-71, creating
> special tools and manufacturing procedures to hand-build each of the 40
> planes. Special heat-resistant fuel, oil, and hydraulic fluids that would
> function at 85,000 feet and higher also had to be developed. In 1962, the
> first Blackbird successfully flew, and in 1966, the same year I graduated
> from high school, the Air Force began flying operational SR-71 missions. I
> came to the program in 1983 with a sterling record and a recommendation
> from
> my commander, completing the weeklong interview and meeting Walter, my
> partner for the next four years. He would ride four feet behind me,
> working
> all the cameras, radios, and electronic jamming equipment. I joked that if
> we were ever captured, he was the spy and I was just the driver. He told
> me
> to keep the pointy end forward. We trained for a year, flying out of Beale
> AFB in California, Kadena Airbase in Okinawa, and RAF Mindenhall in
> England.
> On a typical training mission, we would take off near Sacramento, refuel
> over Nevada, accelerate into Montana, obtain high Mach over Colorado, turn
> right over New Mexico, speed across the Los Angeles Basin, run up the West
> Coast, turn right at Seattle , then return to Beale. Total flight time:
> two hours and 40 minutes. One day, high above Arizona, we were monitoring
> the radio traffic of all the mortal airplanes below us. First, a Cessna
> pilot asked the air traffic controllers to check his ground speed. 'Ninety
> knots,' ATC replied. A twin Bonanza soon made the same request.
> 'One-twenty
> on the ground,'
> was the reply. To our surprise, a navy F-18 came over the radio with a
> ground speed check. I knew exactly what he was doing. Of course, he had a
> ground speed indicator in his cockpit, but he wanted to let all the
> bug-smashers in the valley know what real speed was. 'Dusty 52, we show
> you
> at 620 on the ground,'
> ATC responded. The situation was too ripe. I heard the click of Walter's
> mike button in the rear seat. In his most innocent voice, Walter startled
> the controller by asking for a ground speed check from 81,000 feet,
> clearly
> above controlled airspace. In a cool, professional voice, the controller
> replied, 'Aspen 20, I show you at 1,982 knots on the ground.' We did not
> hear another transmission on that frequency all the way to the coast. The
> Blackbird always showed us something new, each aircraft possessing its own
> unique personality. In time, we realized we were flying a national
> treasure.
> When we taxied out of our revetments for takeoff, people took notice.
> Traffic congregated near the airfield fences, because everyone wanted to
> see
> and hear the mighty SR-71. You could not be a part of this program and not
> come to love the airplane. Slowly, she revealed her secrets to us as we
> earned her trust. One moonless night, while flying a routine training
> mission over the Pacific, I wondered what the sky would look like from
> 84,000 feet if the cockpit lighting were dark. While heading home on a
> straight course, I slowly turned down all of the lighting, reducing the
> glare and revealing the night sky. Within seconds, I turned the lights
> back
> up, fearful that the jet would know and somehow punish me. But my desire
> to
> see the sky overruled my caution, and I dimmed the lighting again. To my
> amazement, I saw a bright light outside my window. As my eyes adjusted to
> the view, I realized that the brilliance was the broad expanse of the
> Milky
> Way, now a gleaming stripe across the sky. Where dark spaces in the sky
> had
> usually existed, there were now dense clusters of sparkling stars.
> Shooting
> stars flashed across the canvas every few seconds. It was like a fireworks
> display with no sound. I knew I had to get my eyes back on the
> instruments,
> and reluctantly I brought my attention back inside. To my surprise, with
> the
> cockpit lighting still off, I could see every gauge, lit by starlight. In
> the plane's mirrors, I could see the eerie shine of my gold spacesuit
> incandescently illuminated in a celestial glow. I stole one last glance
> out
> the window. Despite our speed, we seemed still before the heavens, humbled
> in the radiance of a much greater power. For those few moments, I felt a
> part of something far more significant than anything we were doing in the
> plane. The sharp sound of Walt's voice on the radio brought me back to the
> tasks at hand as I prepared for our descent. The SR-71 was an expensive
> aircraft to operate. The most significant cost was tanker support, and in
> 1990, confronted with budget cutbacks, the Air Force retired the SR-71.
> The
> Blackbird had outrun nearly 4,000 missiles, not once taking a scratch from
> enemy fire. On her final flight, the Blackbird, destined for the
> Smithsonian
> National Air and Space Museum, sped from Los Angeles to Washington in 64
> minutes, averaging 2,145 mph and setting four speed records. The SR-71
> served six presidents, protecting America for a quarter of a century.
> Unbeknownst to most of the country, the plane flew over North Vietnam, Red
> China, North Korea, t he Middle East, South Africa, Cuba, Nicaragua, Iran,
> Libya, and the Falkland Islands. On a weekly basis, the SR-71 kept watch
> over every Soviet nuclear submarine and mobile missile site, and all of
> their troop movements. It was a key factor in winning the Cold War. I am
> proud to say I flew about 500 hours in this aircraft. I knew her well.She
> gave way to no plane, proudly dragging her sonic boom through enemy
> backyards with great impunity. She defeated every missile, outran every
> MiG,
> and always brought us home. In the first 100 years of manned flight, no
> aircraft was more remarkable. With the Libyan coast fast approaching now,
> Walt asks me for the third time if I think the jet will get to the speed
> and
> altitude we want in time. I tell him yes. I know he is concerned. He is
> dealing with the data; that's what engineers do, and I am glad he is. But
> I
> have my hands on the stick and throttles and can feel the heart of a
> thoroughbred, running now with the power and perfection she was designed
> to
> possess. I also talk to her. Like the combat veteran she is, the jet
> senses
> the target area and seems to prepare herself. For the first time in two
> days, the inlet door closes flush and all vibration is gone. We've become
> so
> used to the constant buzzing that the jet sounds quiet now in comparison.
> The Mach correspondingly increases slightly and the jet is flying in that
> confidently smooth and steady style we have so often seen at these speeds.
> We reach our target altitude and speed, with five miles to spare. Entering
> the target area, in response to the jet's new-found vitality, Walt says,
> 'That's amazing' and with my left hand pushing two throttles farther
> forward, I think to myself that there is much they don't teach in
> engineering school. Out my left window, Libya looks like one huge sandbox.
> A
> featureless brown terrain stretches all the way to the horizon. There is
> no
> sign of any activity. Then Walt tells me that he is getting lots of
> electronic signals, and they are not the friendly kind. The jet is
> performing perfectly now, flying better than she has in weeks.
> She seems to know where she is. She likes the high Mach, as we penetrate
> deeper into Libyan airspace. Leaving the footprint of our sonic boom
> across
> Benghazi, I sit motionless, with stilled hands on throttles and the pitch
> control, my eyes glued to the gauges. Only the Mach indicator is moving,
> steadily increasing in hundredths, in a rhythmic consistency similar to
> the
> long distance runner who has caught his second wind and picked up the
> pace.
> The jet was made for this kind of performance and she wasn't about to let
> an
> errant inlet door make her miss the show. With the power of forty
> locomotives, we puncture the quiet African sky and continue farther south
> across a bleak landscape. Walt continues to update me with numerous
> reactions he sees on th e DEF panel. He is receiving missile tracking
> signals. With each mile we traverse, every two seconds, I become more
> uncomfortable driving deeper into this barren and hostile land. I am glad
> the DEF panel is not in the front seat. It would be a big distraction now,
> seeing the lights flashing. In contrast, my cockpit is 'quiet' as the jet
> purrs and relishes her new-found strength, continuing to slowly
> accelerate.
> The spikes are full aft now, tucked twenty-six inches deep into the
> nacelles. With all inlet doors tightly shut, at 3.24 Mach, the J-58s are
> more like ramjets now, gulping 100,000 cubic feet of air per second. We
> are
> a roaring express now, and as we roll through the enemy's backyard, I hope
> our speed continues to defeat the missile radars below. We are approaching
> a
> turn, and this is good. It will only make it more difficult for any
> launched
> missile to solve the solution for hitting our aircraft. I push the speed
> up
> at Walt's re quest. The jet does not skip a beat, nothing fluctuates, and
> the cameras have a rock steady platform.
> Walt received missile launch signals. Before he can say anything else, my
> left hand instinctively moves the throttles yet farther forward. My eyes
> are
> glued to temperature gauges now, as I know the jet will willingly go to
> speeds that can harm her. The temps are relatively cool and from all the
> warm temps we've encountered thus far, this surprises me but then, it
> really
> doesn't surprise me.
> Mach 3.31 and Walt are quiet for the moment. I move my gloved finder
> across
> the small silver wheel on the autopilot panel which controls the
> aircraft's
> pitch.
> With the deft feel known to Swiss watchmakers, surgeons, and 'dinosaurs'
> (old-time pilots who not only fly an airplane but 'feel it') I rotate the
> pitch wheel somewhere between one-sixteenth and one-eighth inch, location
> a
> position which yields the 500-foot-per-minute climb I desire. The jet
> raises
> her nose one-sixth of a degree and knows I'll push her higher as she goes
> faster. The Mach continues to rise, but during this segment of our route,
> I
> am in no mood to pull throttles back. Walt's voice pierces the quiet of my
> cockpit with the news of more missile launch signals. The gravity of
> Walter's voice tells me that he believes the signals to be a more valid
> threat than the others. Within seconds he tells me to 'push it up' and I
> firmly press both throttles against their stops. For the next few second I
> will let the jet go as fast as she wants. A final turn is coming up and we
> both know that if we can hit that turn at this speed, we most likely will
> defeat any missiles. We are not there yet, though, and I'm wondering if
> Walt
> will call for a defensive turn off our course. With no words spoken, I
> sense
> Walter is thinking in concert with me about maintaining our programmed
> course. To keep from worrying, I glance outside, wondering if I'll be able
> to visually pick up a missile aimed at us. Odd are the thoughts that
> wander
> through one's mind in times like these. I found myself recalling the words
> of former SR-71 pilots who were fired upon while flying missions over
> North
> Vietnam. They said the few errant missile detonations they were able to
> observe from the cockpit looked like implosions rather than explosions.
> This
> was due to the great speed at which the jet was hurling away from the
> exploding missile. I see nothing outside except the endless expanse of a
> steel blue sky and the broad patch of tan earth far below. I have only had
> my eyes out of the cockpit for seconds, but it seems like many minutes
> since
> I have last checked the gauges inside. Returning my attention inward, I
> glance first at the miles counter telling me how many more to go until we
> can start our turn. Then I note the Mach, and passing beyond 3.45, I
> realize
> that Walter and I have attained new personal records. The Mach continues
> to
> increase. The ride is incredibly smooth.
> There seems to be a confirmed trust now, between me and the jet; she will
> not hesitate to deliver whatever speed we need, and I can count on no
> problems with the inlets. Walt and I are ultimately depending on the jet
> now
> - more so than normal - and she seems to know it. The cooler outside
> temperatures have awakened the spirit born into her years ago, when men
> dedicated to excellence took the time and care to build her well. With
> spikes and doors as tight as they can get we are racing against the time
> it
> could take a missile to reach our altitude. It is a race this jet will not
> let us lose. The Mach eases to 3.5 as we crest
> 80,000 feet. We are a bullet now - except faster. We hit the turn, and I
> feel some relief as our nose swings away from a country we have seen quite
> enough of.
> Screaming past Tripoli, our phenomenal speed continues to rise, and the
> screaming Sled pummels the enemy one more time, laying down a parting
> sonic
> boom. In seconds, we can see nothing but the expansive blue of the
> Mediterranean .I realize that I still have my left hand full-forward and
> we're continuing to rocket along in maximum afterburner. The TDI now shows
> us Mach numbers not only new to our experience but flat out scary. Walt
> says
> the DEF panel is now quiet and I know it is time to reduce our incredible
> speed. I pull the throttles to the min 'burner range and the jet still
> doesn't want to slow down. Normally, the Mach would be affected
> immediately
> when making such a large throttle movement.
> But for just a few moments, old 960 just sat out there at the high Mach
> she
> seemed to love and, like the proud Sled she was, only began to slow when
> we
> were well out of danger. I loved that jet. Brian Shul *
>
>
>
Message 4
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| Subject: | Rare Propeller on CL |
Not sure how 'rare' this is but there's a 72A48 prop on CL in Arkansas that someone
on the list might be interested in...
Here's the link:
http://fayar.craigslist.org/atq/2772176990.html
--------
Tom Kreiner
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=364954#364954
Message 5
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| Subject: | Re: Rare Propeller on CL |
I don't think it is all that rare. I have seen several Flottorp 72A48 props on
J-3's with A-65 Continental engines. I am not positive but pretty sure it is an
approved combination.
do not archive
--------
Jerry Dotson
59 Daniel Johnson Rd
Baker, FL 32531
Started building NX510JD July, 2009
now covering and painting
21" wheels
Lycoming O-235 C2C
Jay Anderson CloudCars prop 76 X 44
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=364994#364994
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