BeechTalk - BT - Biplane Thread - Experiences, Tips, PIREPS, Pics and Videos

Username Protected · **Posted:** 13 Mar 2013, 22:36

The modern era Great lakes Biplane used a flat Lycoming engine. It is capable of good outside and inside maneuvers for its horsepower. My first ride, the instructor did an inside then outside vertical 8.

Think about it.

The first test an Instructor watches for is if whether the student will keep pushing under at high negative G's to complete the maneuver.

Careful of the Great Lakes Biplanes.. They had wood spars and suffer from rot.,

Username Protected · **Posted:** 13 Mar 2013, 22:40

Ther are still a few good round engine shops in the nation.
BUt most never paid their employees a good wage, so some quit to woirk other places.

Ask around the known shops in the area and one can find the former employees moonlighting.

The WWII warbirds actually have good airfarme manuals to let the less-educated people like me to work on them with confidence.
Engines are another matter. I've learned to be sure to keep the valve lash within spec, so to not hear any idle popping noise.

Username Protected · **Posted:** 13 Mar 2013, 23:53

Flew an open cockpit Stearman some and it was very well harmonized, honest and smooth...everything happens in slow motion compared to the Pitts SC2 I flew around the same time...aerobatics take a lot better energy management and if it gets really cold you hafta park it. Fun toys. I'd need to have a good relationship with a local mechanic familiar with radials to own one myself as I am not wrench worthy on radial engined airplanes.

Username Protected · **Posted:** 14 Mar 2013, 00:06

I agree, Jeff. You need a good round-engine mechanic close. Luckily my Baron mechanic owns a Cessna 195, which has the same engine as the Waco. And he takes care of a couple of other ragwings in addition to the usual Beech stuff hanging around the shop.

That setup was critical to me taking the plunge on this airplane.

Username Protected · **Posted:** 16 Mar 2013, 00:00

OK CK, just so you know Nancy and I don't like you anymore.

Actually, the first plane Nancy ever rode in was a Waco. We're just jealous as hell.

:bow:

Username Protected · **Posted:** 16 Mar 2013, 17:10

Username Protected wrote:

OK CK, just so you know Nancy and I don't like you anymore.

Actually, the first plane Nancy ever rode in was a Waco. We're just jealous as hell.

:bow:

Aw, Greg. Just remember - it is cold in the winter and hot in the summer and doesn't like crosswinds. It is windy, drafty, smells like the inside of an attic shoebox and flies (hat tip to Bax) like dancing with your old fat Aunt (who happens to be a very good dancer).

You're welcome to come see for yourself how un-fun it is any old Saturday! :hide:

Username Protected · **Posted:** 16 Mar 2013, 17:44

CK; we just might take you up on that one!

:cheers:

Username Protected · **Posted:** 16 Mar 2013, 21:13

Username Protected wrote:

Does anyone here have experience with a Great Lakes ?

Call John Walkup out in Chandler, AZ. His flight school has been using them for years doing tailwheel and aerobatic instruction. His website:

http://aerobatics.com/

Username Protected · **Posted:** 17 Mar 2013, 09:09

John,

That wish is certainly possible! The Waco Classic company is just about ready to start manufacturing them again. I've been very impressed with the company over the last few years of my interactions with them and as I have followed their progress getting ready to build the Great Lakes I am certain it will be well done.

Used ones are also available. But some are experimental homebuilts and you would want to look at them vary carefully. The ones built in the 1970's or 80's by the old company may be good values if well maintained.

I think that Waco Classic's sister company Centennial Aircraft can assist with evaluations and even repairs. They are probably now about as knowledgeable as anyone.

Username Protected · **Posted:** 17 Mar 2013, 22:59

Jack Stovall: I fly frequently into BMQ in my Baron on business. Also thoroughly enjoy my S2A at home (TA50). I'll drop you a line next time I fly out, perhaps we can meet and share some Pitts ideas. Let me know if there are any IAC competition sites near AUS. My most recent one was near TUS, at the Tequila Cup.
TN

Username Protected · **Posted:** 17 Mar 2013, 23:39

Username Protected wrote:

Jack Stovall: I fly frequently into BMQ in my Baron on business. Also thoroughly enjoy my S2A at home (TA50). I'll drop you a line next time I fly out, perhaps we can meet and share some Pitts ideas. Let me know if there are any IAC competition sites near AUS. My most recent one was near TUS, at the Tequila Cup.
TN

The "Early Bird" competition is being held in Brenham at the end of April and our Chapter's "Hammerfest" will probably be held over the Labor Day weekend. Give me a call next time you're inbound. 512-497-9656

Username Protected · **Posted:** 18 Mar 2013, 07:14

Thanks; will do

Username Protected · **Posted:** 01 Apr 2013, 08:30

This, from ANN, regarding enhanced medicals for tailwheel pilots:

Quote:

FAA Office of Aerospace Medicine issues new criteria for tailwheel pilots.

Deputy Federal Air Surgeon issues guidance after an in depth analysis by Kings College London Professor.

The FAA's Deputy Federal Air Surgeon has issued new guidance for all Aviation Medical Examiners, (AME's) pertaining to examination of tailwheel endorsed pilots who seek renewal of medical certificates. The new guidance includes specialized testing for any pilot wishing to exercise endorsed privileges for the operation of tailwheel equipped aircraft.

Professor David A. Green's paper, “Outcomes of Poor Footwork, a Study of Tailwheel Pilot Error”, published in the Journal of Neuroscience, (http://www.jneurosci.org/), concludes that specific conditions may effect the ability of operators of tailwheel aircraft. Dr. Green is Professor of Aviation Physiology, Kings College, London. (http://www.kcl.ac.uk...avid/index.aspx),

“Kinematic Responses During Locomotor Adaptation", (co-authored with K. L. Bunday, J. Bowen, T. Carter, and A. M. Bronstein, 2010), was the precursor to Dr. Green's study of tailwheel pilot error.

Citing the analysis of Dr. Green, the FAA's Deputy Federal Air Surgeon, James R. Fraser, M.D., (http://www.faa.gov/a...ficials/fraser/),
issued the following guidance for the examination of all medical certificate applicants who operate tailwheel equipped aircraft:

"All applicants will be given a podiatry questionnaire that is now available online to all registered AME's. The answers from this questionnaire will be used to assess the applicant's suitability for operation of tailwheel aircraft.
Should suitability be determined:
All applicants will be examined for motor skill efficacy during a battery of tests of incrementally challenging foot exercises. The testing procedure and criteria are available online to all registered AME's, (and can be found here: http://www.google.co....44442042,d.dmg
All applicants exhibiting any of the following conditions may be subject to Assisted Special Issuance, (AASI): Claw Toe, Hammer Toe, Mallet Toe, Morton's Toe, Overlapping Toes, or Plantar Fasciitis.
Any of the listed conditions may be disqualifying when coupled with failure to satisfactorily complete the foot exercises."

According to the analysis of accident data by Dr. Green, the majority of loss of control during landing and takeoff by tailwheel pilots, was indicative of a breakdown of the kinematic response.

In laymen's terms, Dr. Green explained, “it had something to do with their feet”.

This article was written by April Narren, for Aero Publishers Repository Inter-Library ONE

Username Protected · **Posted:** 01 Apr 2013, 09:56

So, is the FAA also admitting that most pilots don't use their feet? Perhaps if pilots were required to learn genuine stick and rudder skills, and maintain them, during their primary training, and subsequent flying, there would be fewer loss of control accidents? :scratch:

It would be interesting to see how many of these pilots surveyed in coming up with this study were proficient. My guess is that lack of proficiency is a bigger issue than locomotor control capability. I'll bet that most TW endorsed pilots don't fly tailwheel airplanes much and that if the LOC accidents were analyzed they would show a preponderance of low time (TW) pilots and/or relatively high crosswind components at the time of accident. You cannot fix judgement (ADM anyone?) with a tap dancing test.

Perhaps the AME is not the most appropriate gatekeeper but properly trained CFI's and BFR requirements? Or is this just typical fly swatting with ball bats?

BTW the link to the podiatry form does not work.

Username Protected · **Posted:** 01 Apr 2013, 10:02

I had back surgery about five years ago, and on my first medical thereafter the Doc had me pushing against his hands with my feet. I asked him why, and he said the FAA wants to know that you can push the rudder pedals after your back surgery. And I don't even fly tailwheels.