Cover Image and Profile Photo
You can upload an cover image that is larger than 890px wide, and 225px tall or a profile photo (400 by 400) to replace the generic ones that are on your account when it is approved. Click on your profile photo to see the options. Instructions are also in the FAG.
The tool will all be back next week from plating and will be shipped to me first part of November. I will then know the price and be contacting all for payment and to verify shipping addresses. All 20 set are sold and there is one on the waiting list. Expected weight of each set in under 20 pounds.
One set is going to Brisbane, Australia, so planes down there will have access to a set for their planes.
Current membership stands a 869 now making us the largest Grumman Type club. Good Job All!
“LOU’s TRAVELER TIPS” — for October 2016
By Lou Evans, ATP/CFI/CFII/CFMEI
“Flying the Traffic Pattern – Part I”
In this month’s column I am going to focus on how I fly our Grumman aircraft within a typical landing pattern. Of course, most of you who own or have flown a Grumman single, have your own set of techniques that you use while flying in the pattern. However, for those of you new to our brand of airplane, or who may be looking for ways to improve your pattern work — then this writing may be of help to you.
Let me start by saying that as a general rule, I strive to fly each pattern essentially the same way. From the lateral checkpoints, altitude changes, airspeed changes, flap configurations, etc., regardless of the type single-engine Grumman that I fly, I essentially fly the pattern the same way. What I change from day-to-day and model-to-model is the pattern entry point, direction and altitude (airport dependent) as well as the amount of power I use to achieve my performance targets.
Why is this? Because, it is easier and simpler. Especially, with proficiency. As Forrest Gump once said,
“I am not a smart pilot, but I do know and respect what Vref is.”
Ok, maybe he didn’t say that.
Nevertheless, I have always believed that Grumman’s intent was to develop a line of personal aircraft that would make it simple for a student pilot learning to fly in the AA-1 series, to easily move up to their AA-5 series. Ever notice how strikingly similar things are between the 2-place and 4-place lines of aircraft? Notably, their respective systems, nomenclature, panel, checklists, procedures, etc.? I believe they were mutually developed in order to promote familiarity, safety, and of course, to sell airplanes.
Thus, I believe that it makes good sense for us to also keep things simple and similar whenever we fly our birds. Especially, if you regularly fly both the AA-1 and AA-5 series in busy traffic patterns, like I do. Owning and operating both an AA-1C and an AA-5, has made me more cognizant of both the differences and similarities between the two lines of aircraft. Especially, when it pertains to flying in the landing pattern.
Therefore, I have devised a mnemonic to remember what I believe are the EIGHT pillars of commonality for flying any single-engine Grumman aircraft in the landing pattern. This easy-to-remember mnemonic is simply – “WINDSOCK:”
- (W)IND: Be Mindful of the WIND During All Phases of the Pattern.
- (I)NDICATIOR: Confirm the FLAP INDICATOR After Selecting Flaps.
- (N)OSEWHEEL: The NOSEWHEEL is for Steering, not Landing.
- (D)ON’T: DON’T Use Flaps for Takeoff.
- (S)PEED: Maintain a Safe Flying SPEED (Not too much, not too little).
- (O)VER-CORRECT: Don’t OVER-CORRECT [Cross-control] the Aircraft, Especially turning at Low Altitude.
- (C)ENTERED: Keep the Ball CENTERED. Always, Always, Always, “hawk the ball.”
- (K)ILL: Don’t close out (KILL) the Power Until Landing is Assured.
Adopting the aforementioned considerations when flying the pattern should largely keep you out of trouble. As most of us know, our aircraft do not handle like a Cessna, Piper, etc., especially, in the pattern. That’s mostly due to the wing design of our aircraft being significantly different than those on other aircraft. Especially, in regard to the flaps, as they largely produce drag when deployed, not lift. Our aircraft are also pound-for-pound “cleaner” in design, therefore speed control is imperative.
Therefore, it is imperative that you endeavor to fly a stabilized, power-on approach, each time. Of course, in the case of an engine failure, your options then become limited, and you will need to tailor your approach to landing as circumstances warrant. We’ll save that discussion for another column. But, for now, let’s just say that you will find that your approach to landings will become more manageable and smoother if you maintain a constant relative power-to-airspeed-to-descent ratio while descending from pattern altitude.
I like to think of the landing pattern as not only the means by which I get the airplane on the ground, but also the realm by which I safely transition it from clean flight to a full-stop clear of the runway. In other words, the landing phase doesn’t cease when I touch down on the runway. Rather, for me, the landing phase is over only after I have safely decelerated and taxied clear of the runway and safely completing the After-Landing Checklist.
Whichever manner you choose to fly the landing pattern in our line of aircraft, do remember this — the traffic pattern is historically where most fatal Grumman accidents occur. Why? It is largely because in this phase of flight that most Grumman pilots neglect to account for some, if not all, ital considerations that comprise my humble mnemonic — “WINDSOCK”.
In more direct terms, they most likely become too complacent while flying our line of machines.
As to the specific procedures I use while flying in the pattern, I shall save them for the next segment on this topic, which shall be published in the next GPA Newsletter. Again, my insights and techniques here are merely my own, and ultimately it is up to you to decide if they work for you. As always, one should always first and foremost, reference and abide by your respective Pilot’s Operating Handbook (POH) when operating your airplane. During accident/incident investigations, one of the key things the FAA and the NTSB look at is “how” did you operate the aircraft at the time of the accident/incident.
Remember, techniques should augment proper published procedures, not replace or contradict them.
Thus, the key takeaways from today’s discussion should be that our airplanes are unique in the way they handle — especially in the traffic pattern – and that we should always be keenly aware of our aircraft’s location, altitude, attitude and configuration throughout all phases of flight, but especially during takeoffs and landings.
Lastly, by learning, implementing, developing and sustaining a safe and consistent set of procedures/techniques for every realm of flight, you inherently decrease risk and conversely increase safety. This is especially true in the landing pattern.
We all put a lot of time, money and effort into maintaining and up keeping our airplanes. This is largely why the GPA’s membership continues to grow, because we are a collective resource of passionate Grumman aircraft owners. However, what’s the point of doing so, if we then don’t strive to fly prudently and safely each and every time and subsequently end up in an accident?
Sooner or later, the odds catch up with those who don’t.
As we break for now during this discussion of flying the landing pattern, let me leave you with a long-standing aviation adage that I first learned of as a student pilot, 42 years ago. I first saw it on an aviation poster that was tacked up on a wall in the flight school I was learning to fly at in Miami.
Today, this same poster (in smaller form) sits in a framed picture on my hangar desk, and it serves as a personal reminder to fly safe and smart each and every time I go flying. The picture shows an old Curtiss Jenny biplane crashed and mangled into a tall sparse tree. Next to the picture it reads:
“Aviation in itself, is not inherently dangerous. However, to a greater degree than the sea, it is terribly unforgiving of any carelessness, incapacity or neglect.”
No matter what brand or kind of airplane you fly, in my humble opinion, there is no greater truth in aviation than this. As a long-time Grumman owner, I find it apropos to operating our line of aircraft and especially so, during the critical realms of takeoffs and landings.
Stay frosty and fly safe.
NEXT GPA NEWSLETTER TOPIC: “Flying the Traffic Pattern – Part II”
Questions? Comments? I may be reached directly at email@example.com.
Member in the News
Aaron – First Solo
Aaron just had his first solo in his Grumman Traveler, serial number 6. Aaron realized that he was going to like flying and bought his first plane prior to solo. As least his seat stays in the same place between flights.
He was not happy with the quality of the rental fleet and decided to save money on his own plane. I wish I had had that insight before I started flying. After getting my fist plane, my rental costs were 40% of the asking price of my first Traveler.
YouTube Channel – Grumman Pilots
First Full Length Film
The first full length film was Wing Repair Bird Strike where the AA1 series plane suffered a goose strike and crumpled a wing. Thanks to Ken Blackman for the raw video via DVD.
Since the first film we threw a bunch up and since then have combined all the multiple part (with the exception of Tooling 1996) videos into one movie. We even started adding into and credits and our last video is about Fred Kokaska talking his long road to getting his 6-cylindser tiger approved. There will be more.
Subscribe to the Channel
We ask that you subscribe to ‘Grumman Pilots’ which does a number of things. After 100 people subscribing, we can get a custom group URL to make us easier to find, and you will get updates as new films come out.
Forums are now available to all members on all the pages. This last week we had the following great additions:
Posted on October 7th, 2016 by Roscoe Rosché
Our landing gear, especially the nose, is dead simple to compared to other aircraft, but it does need to be serviced properly once in a while. Some shops do them every 2 years if the plane is out of doors, and every 3 for a hangared bird. When they are not serviced in enough years,
Posted on August 21st, 2016 by Ed Muccio
Making lenses for Tiger landing light is simple and produces a much better result at a much lower cost than purchased lenses….see the attached pdf for the HOW TO
Posted on October 17th, 2016 by Roscoe Rosché
Got to fly today, it was late in the day since I needed a second ship to examine the plane in flight to check everything and while heading back got the chance to shoot the chase plane off the left wing against the sun. My thanks to the original ‘Shop Monkey‘ Matt for helping. Shot
This small sampling is just to tease you. Log in and come on in and read and post your issues, or help others with theirs. This is what community is all about.
As always suggestions and comments are welcome.
History Page (info->History)
We have another new page on the website. Under the Info tab you will see, ‘History’, a page that will be expanded but currently we have a copy of a 1974 Grumman American Dealer meeting (19 pages). Enjoy!
Initial work is being done with the help of Norris and Viviane Hibbler to set up an insurance program for the GPA. Stay tuned for more details.
‘Doing a Job Alone’
I am writing in response to your request for additional information in Block #3 of the accident reporting form. I put ‘Poor Planning’ as the cause of my accident. You asked for a fuller explanation and I trust the following details will be sufficient.
I am a bricklayer by trade. On the day of the accident, I was working alone on the roof of a new six-story building. When I completed my work, I found I had some bricks left over when weighed later were found to weigh 240 lbs. Rather than carry the bricks down by hand, I decided to lower then in a barrel by using a pulley, which was attached to the side of the building at the sixth floor.
Securing the rope at ground level, I went up to the roof, swung the barrel out and loaded the bricks into it. Then I went down and untied the rope, holding it tightly to insure a slow descent of the 240 lbs of bricks. You will notice on the accident reporting form that my weight is 135 lbs.
Due to my surprise at being jerked off the ground so suddenly, I lost my presence of mind and forgot to let go of the rope. Needless to say, I proceeded at a rapid rate up the side of the building.
In the vicinity of the third floor, I met the barrel, which was now proceeding downward at an equally impressive speed. This explains the fractured skull, minor abrasions and the broken collarbone, as listed in Section 3 of the accident reporting form.
Slowed only slightly, I continued my rapid ascent, not stopping until the fingers of my right hand were two knuckles deep into the pulley, which I mentioned in Paragraph 2 of this correspondence. Fortunately by the time I had regained my presence of mind and was able to hold tightly to the rope, in spite of the excoriating pain I was not beginning to experience.
At approximately the same time, however, the barrel of bricks hit the ground, and the bottom fell out of the barrel. Now devoid of the weight of the bricks, the barrel weighed approximately 50 lbs. I refer you again to my weight.
As you might imagine, I began a rapid descent down the side of the building. In the vicinity of the third floor, I met the barrel coming up. This accounts for the two fractured ankles, broken tooth and severe lacerations of my legs and lower body.
Here my luck began to change slightly. The encounter with the barrel seemed to slow me enough to lessen my injuries when I fell into the pile of bricks and fortunately only three vertebrae were cracked.
I am sorry to report, however, as I lay there on the pile of bricks, in pain, unable to move and watching the empty barrel six stories above me, I again lost my composure and presence of mind and let go of the rope.
Just curious if you knew of any clean 77-79 tigers for sale? firstname.lastname@example.org