Archive for June, 2019

Kraemer Aviation / Flymall.org June 2019 Wheels & Wings Newsletter

Thursday, June 27th, 2019

Your one stop shop for all of your wheels & wings needs; sales, appraisals, insurance, parts, tech tips, events, and more at Flymall.org. And as of July 2019, Harry is up and running as a Designated Pilot Examiner. Visit his Practical Test page for information on his checkrides.

Click here for our June 2019 Newsletter.

In an effort to better serve the needs of our aviators selling airport homes or airport property, Harry has teamed up with Sarah McNelis of Long & Foster Real Estate.  This partnership will allow us to better serve our clients from coast to coast when it comes to selling their unique airport homes.  Visit the Real Estate section of the Flymall for more information.

History Trivia:  Have any of our readers heard of John Henry Knight? In 1895 Knight built one of Britain’s first petrol-powered motor vehicles, a three-wheeled, two-seater  with a top speed of only 8 mph.  It was “The first petroleum carriage for two people made in England”  The Benz Motorwagen was built in 1885.  In the Three Wheel Association collection we have a Rudge Coventry Rotary Tandem made in 1886.  John Knight’s three wheeler is pictured below.

Achievements & Special Recognition:  This year is the 10th year for the Laytonsville Cruise In.  Click here for Harry’s Classic Car Cruise In page for information on local cruise in events.  Pictured below is a picture that was taken at the very first Laytonsville Cruise In back in 2010.

A career goal that Harry set back in 1983 has finally happen.  Harry Kraemer is now a Designated Pilot Examiner.  It only took 19 years of being in the examiner pool for him to be selected.

To celebrate Harry becoming a DPE, several of his friends surprise him with his favorite cake at Julliano’s Brick Oven Pizza.  Complete with a DPE flag and two model airplane on it!

Aviation/Aviators in the news:  The Horten HX-2 Flying Wing will be at AirVenture this year.  This is a new design flying wing inspired by the Horten Brothers flying wings of the 1930s and 1940s.  Click here for more information.  Pictured here is one of the Horton Flying Wings from the 1930s/1940s.

Harry was lucky enough to be able to sit in a Fokker DR1 replica at the Frederick Municipal Airport.  It made for some cool photo shots.

Car/Motorcycle Show News:  Harry, Pat, and Jett attended British Car Day 2019.  The Lomax was on display and won a first place award in it’s class. There was a McLaren in the same class and he won a second place award. The McLaren owner wasn’t too happy that at $10,000 kit car beat his McLaren.

Click here for more pictures from British Car Day 2019.

To celebrate the Laytonsville Cruise In being 10 years old, Harry has arranged for sponsors for the third Friday of each month.  Cars, motorcycles, and bicycles and earn awards by a panel of judges, spectator votes, or by participant vote. Harry had two vehicles at the June 2019 award night and both came home with an award.

Barn Finds/Hangar Finds:  Need an appraisal on your Barn Find or Hangar Find?  We can help!  Visit our appraisal page for information on our appraisals.

Check out our Market Watch section of the Flymall for prices on collector cars, motorcycles, aircraft and more.

Visit the Tech Tip section of the Flymall for assistance in restoring your barn find or hangar find.

CFI / DPE Notes:  Harry is now a Designated Pilot Examiner.  Visit Harry’s Practical Test page for information on checkrides.

Weather in the news:  Here is a picture of what we think is a mesocyclone. This was taken at KGAI earlier this month.  Very cool storm cloud to see (while on the ground).

Three Wheel Association (TWA):   Here is a cool concept by Peugeot, an amphibious scooter.  

For the latest information and news, visit the TWA page on the Flymall.  You can also stop by the Laytonsville Cruise In on Friday nights to see some of the TWA museum collection.

Later this year we hope to be adding several rare three wheelers to the TWA collection.  Stay tuned for more details.

Prototypes:  Is it an engine or a motor???  This month in “Prototypes” we’re asking the question, Is it an engine or motor?  Click here for an earlier post that Harry did on this topic.

Animals in the headlines:  Man’s best friend makes our newsletter this month.

Jett, a real trooper, car shows, airshows, airports, etc.  She is always happy to tag along.

Visit Flymall.org to subscribe to this newsletter.

We close this newsletter with these words from Paul McCartney:  In the end the love you take is equal to the love you make.

July 2019 Awards

Tuesday, June 25th, 2019

The sponsor for these awards will be “Frederick Flight Center / Advanced Helicopter Concepts”.

Award Categories (For each of these there will be a first place, second place, and a third place award)
Antique
Classic
Custom
Muscle & Hot Rod
Rat Rod
Modern American
Modern Import

The sponsor for these awards will be “Kraemer Aviation Services”

Special Categories (For each of these there will be just one award)

Best Exotic

Most Unique

Best Pre-War

People’s Choice

Kid’s Choice

For each of the awards below there will be a first place and a second place.

Modified Import

Classic Import

Vintage Motorcycle

Modern Motorcycle

Custom Motorcycle

We will also have one award that will say “Kraemer Aviation Services’ Excellence Award”  – Kraemer Aviation Services will be the sponsor for this award.

To celebrate the Apollo 11 moon landing we will have one award that will say “Kraemer Aviation Services’ Apollo 11 Landing Award” – Kraemer Aviation Services will be the sponsor for this award.  This will be given to the vehicle that has the most technical interest.

Piper Seminole Maneuvers

Monday, June 24th, 2019

Piper Seminole Maneuvers

Taxiing Differences
1) Heavier airplane with more momentum. Needs to be taxied slow; cannot stop short.
2) Engines are not in the center. Use caution that propellers do not hit debris, taxiway lights, snowbanks or other obstructions on the left/right. Centerline!
3) Differential power can be used for tight turns. Left throttle to turn right, right throttle to turn left.
4) All turns, especially when vacating the runway must be taken SLOWLY. Side loads are especially bad for retractable landing gear. Sideloads combined with the weight of the engines on the wings can lead to loss of directional control.
5) Always verify clear left/right when pulling out and crossing intersections

Takeoff
1) Line up on centerline, hold brakes, apply power to 2000 RPM
2) Check engine gauges and heading indicator
3) Release brakes and apply full power
4) Call “airspeed alive” and rotate at 75 KIAS
5) Pitch for 88 KIAS
6) “Positive rate, Gear up”
7) At 500′ AGL verify flaps and gear are up, reduce power to “cruise climb” (25″, 2500 RPM)
8) Continue climb at 105 KIAS and complete climb checklist

Short-field takeoff (flaps 25)
1) Line up on centerline, hold brakes, apply power to 2000 RPM
2) Check engine gauges and heading indicator
3) Apply full power, release brakes
4) Call “airspeed alive” and rotate at 63 KIAS
5) Pitch for 67 KIAS
6) “Positive rate, gear up”
7) Upon clearing the obstacle (300′ AGL), accelerate to 75 KIAS (safe speed) and retract the flaps
8) Pitch for 88 KIAS
9) At 500′ AGL verify flaps and gear are up, reduce power to “cruise climb” (25″, 2500 RPM)
10) Continue climb at 105 KIAS and complete climb checklist

Short-field takeoff (flaps 0)
1) Line up on centerline, hold brakes, apply power to 2000 RPM
2) Check engine gauges and heading indicator
3) Apply full power, release brakes
4) Call “airspeed alive” and rotate at 70 KIAS
5) Pitch for 75 KIAS
6) “Positive rate, gear up”
7) Upon clearing the obstacle (300′ AGL), accelerate to 88 KIAS
8) At 500′ AGL verify flaps and gear are up, reduce power to “cruise climb” (25″, 2500 RPM)
9) Continue climb at 105 KIAS and complete climb checklist

Level-off from a climb
1) Slowly lower the pitch to level flight (begin doing this approximately 100′ before desired altitude)
2) Accelerate to cruise speed
3) Reduce manifold pressure FIRST (16″-24″), THEN reduce RPM (2200-2400). 22″ and 2300 RPM works well.
4) Trim
5) Cruise checklist

Transition from cruise to cruise climb
1) Raise pitch (5-10 degrees)
2) Increase RPM to 2500 FIRST, THEN manifold to 25″
3) Trim
4) Maintain 25″ manifold pressure (MP decreases 1 inch/1000 feet)
5) Consider cowl flaps and mixture

Transition from cruise to cruise descent
1) Reduce manifold pressure by 1 inch for each 1000 feet you plan to descend
2) Pitch down (approximately 5 degrees)
3) Trim
4) Consider cowl flaps and mixture

Level off from cruise descent to cruise
1) Raise pitch to level flight
2) Adjust manifold pressure
3) Trim
4) Cruise check
5) Consider cowl flaps and mixture

Acceleration in level flight
1) Increase/check RPM first, then increase manifold pressure
2) Apply forward pressure
3) Trim
4) Consider cowl flaps and mixture

Deceleration in level flight or descent
1) Reduce manifold pressure first, then reduce/increase RPM. Before landing, we reduce manifold pressure before bringing the propellers forward to high RPM to avoid RPM overspeed.
2) Adjust pitch
3) Trim
4) Consider cowl flaps and mixture

Slow Flight in the landing configuration (dirty)
1) Clearing turns
2) Cowl flaps, T, gauges/gauges, gear down, mixture
3) Manifold pressure-no less than 15″
4) Flaps-Extend below 111 KIAS (recommend full flaps before reaching 90 KIAS)
5) Props-full forward/high RPM below 100 KIAS
6) Adjust power to maintain airspeed and altitude
7) Trim for 75 KIAS (See ACS definition of slow flight)
Recovery
8) Increase manifold pressure to 25″, then props back to 2500 RPM
9) Lower the pitch
10) Flaps, gear (below 107), flaps, flaps
11) Cruise checklist

Slow Flight in the takeoff configuration (clean)
1) Clearing turns
2) Cowl flaps, T, gauges/gauges, mixture
3) Manifold pressure-approximately 15″
4) Props-full forward/high RPM below 100 KIAS
5) Adjust power to maintain speed and altitude
6) Trim for 80 KIAS (See ACS definition of slow flight)
Recovery
7) Increase manifold pressure to 25″, then props back to 2500 RPM
8) Lower the pitch
9) Cruise checklist

Power-off stall (landing configuration/dirty)

1) Steps 1-5 of slow flight dirty (maintain altitude)
2) Upon reaching 88 KIAS (blue line/final speed), enter a descent for 3-5 seconds
3) Power to idle
4) Smoothly pivot in place in an attempt to ‘stretch the glide’
5) Hold pitch approximately 10 degrees above the horizon (eyes outside)
6) Recover at the first indication of a stall (see ACS)
Recovery
7) Reduce AoA by lowering the nose slightly below the horizon
8) Apply full power (minimizes the altitude loss)
9) Flaps 40  25
10) Gear up
11) Establish a climb pitch attitude when speed permits
12) Positive rate of climb, Flaps 25 10 then 10  0
13) Level off and cruise checklist at entry altitude

Power-on stall (takeoff configuration/clean)
1) Steps 1-5 of slow flight clean (maintain altitude)
2) Upon reaching 80 KIAS, simultaneously raise the pitch and apply 20″ of manifold pressure
3) Continue to smoothly and steadily increase the pitch
4) Recover at the first indication of a stall (see ACS)
Recovery
5) Reduce AoA by lowering the nose all the way to the horizon
6) Apply full power (minimizes altitude loss)
7) Level off and cruise checklist at entry altitude

Accelerated stall
1) Steps 1-4 of slow flight clean (maintain altitude)
2) Nose up trim
3) Verify left is clear
4) Between 90-100 KIAS, idle both throttles and roll into a 45-degree bank to the left
5) Try to maintain altitude by increasing back pressure (use nose up trim)
6) Recover at the first indication of a stall (see ACS)
Recovery
7) Release back pressure
8) Roll wings level using coordinated aileron and rudder
9) Apply full power when wings are level (must wait until wings level, reduces risk of a spin)
10) Level off and cruise checklist at entry altitude
11) Repeat steps 1-10 to the right

Steep turns
1) Clearing turns
2) Cowl flaps, T, gauges/gauges, mixture
3) Adjust power so that airplane is below maneuvering speed (20″, 2300 RPM)
4) Select a heading and/or landmark
5) Verify clear left
6) Smoothly roll into a 50-55-degree left turn using coordinated aileron and rudder; trim as needed
7) Smoothly roll out from the left turn into a 50-55-degree turn to the right (begin doing this approximately 25 degrees of heading before entry heading.)
8) At the completion of the 360-degree right turn, level off and complete the cruise checklist

Emergency descent
1) Clearing turns
2) Power idle, propellers full forward, mixture rich
3) Gear down below 140 KIAS
4) Cowl flaps closed, T
5) Pitch down for 130 KIAS
6) Make left/right clearing turns or spiral left
Recovery/Cleanup
7) Level the wings and begin leveling off 200-300 feet before desired altitude
8) Hold altitude with pitch until speed drops below 107 KIAS
9) Retract landing gear below 107 KIAS
10) Immediately apply 25″ manifold pressure
11) Accelerate to cruise speed
12) Cruise checklist

VMC Demo
1) Steps 1-4 of slow flight clean (maintain altitude)
2) Left cowl flap closed; right cowl flap open
3) Declare a heading/visual reference to maintain
4) Before reaching 90 KIAS, bring the left throttle to idle and the right throttle to full
5) Slowly pitch up to decrease speed by 1 KIAS per second
6) Increase rudder and aileron to maintain heading
7) Recover upon losing directional control or at the first indication of a stall
Recovery
8) Idle the throttle on the working engine. Remember to release rudder pressure as you do this.
9) Lower the nose below the horizon
10) SLOWLY bring the power back up on the right engine
11) Regain single engine straight and level flight
12) Resume normal flight with both engines
13) Level off and cruise checklist at entry altitude

Engine failure during the takeoff roll
1) Both throttles: Idle
2) Regain directional control: Parallel the centerline
3) Return to centerline
4) Apply braking
5) Notify the Tower or CTAF of aborted takeoff

Engine failure (left) below 1000 feet AGL
1) Maintain directional control and blue line
2) Mixtures full, props full, throttles full
3) Flaps up, gear up
4) Slap left leg and touch left throttle while announcing “left leg dead, left engine dead”
5) Verify left engine is dead by bringing the throttle back. If the airplane yaws, the left engine is not dead. You may have had a partial power failure, or you may have misidentified the dead engine.
6) Announce “left foot dead, left prop feather” and “left foot dead, left mixture idle-cutoff”
7) Close the cowl flap on the dead engine
8) Complete the feather checklist when time and altitude permit
9) Continue flying straight until reaching 1000′ AGL before attempting a turn back to the runway.
10) Declare an emergency with ATC and begin preparations for a single engine landing

Transitioning back to normal flight from simulated single engine flight (bottom to top)
1) Cowl flaps as required
2) Carb heat off
3) Propellers 2500 RPM
4) Slowly bring manifold pressure to 25″ while releasing rudder pressure
5) Accelerate to cruise speed
6) Throttles-desired manifold pressure for cruise
7) Props-desired RPM for cruise
8) Trim
9) Cruise checklist

Landing gear fails to extend
1) Recycle the gear selector handle (move it up, then back down)
2) Troubleshoot: Master switch on, Nav-lights switch off, indicator bulbs in, circuit breakers in
3) Leave the pattern: Find a safe and quiet area/altitude to continue troubleshooting. Notify ATC. Make sure to maintain situational awareness while troubleshooting (Eastern Airlines Flight 401)
4) Emergency Gear Extension: Reduce speed below 100 KIAS. Place gear selector in the down position. Pull the emergency gear extension knob. Leave this knob out…only maintenance can push it back in. Verify 3 green, no red.
One or more wheels not indicating down and locked
5) Yaw: If left gear does not lock in place, yaw left. If right gear does not lock, yaw right. If nose gear does not lock, use pitch. Ensure airspeed is at or below 100 KIAS.
6) Bulbs: Check that the green indicator bulbs are pushed all the way in. If one is unlit, swap it with a working one. If a green bulb is blown, the red light will most likely be unlit.
7) Test the gear horn: Bring throttles to idle and extend flaps past 25 degrees. If gear horn does not sound, landing gear is most likely down and locked.
Landing without positive confirmation of all 3 gear down and locked
8) Declare an emergency: Clearly explain your situation to ATC. Tell ATC what you need (long/wide runway, emergency services). Be prepared to provide information regarding fuel and souls onboard.
9) Make a low approach: Do a flyby of the tower or a low pass so that your gear can be inspected. ATC can tell you that your gear appears to be down, not if your gear is truly down and locked.
10) Notify ATC of your intensions to land: Let ATC know of your intentions to land (when you are ready). Inform them that you will be evacuating on the runway regardless of the outcome.
11) Land: Touch down smoothly on the positively locked main gear using a slip. If the nose gear is not locked, hold it off as long as possible. Avoid making turns (side loads) and avoid braking if able. Secure engines on landing rollout. Master switch off. Evacuate on the runway. Do not taxi. Do not try to ‘save’ the engines by shutting down on final as you may need to go around.

Engine failure troubleshoot flow
1) Fuel selector: On
2) Primer: Locked
3) Carburetor heat: On
4) Mixture: Set
5) Magnetos: On
6) Fuel pump: On

Engine feather/shutdown
Verbally identify left/right for each component on the checklist that could shut down the engine. This is to avoid inadvertently shutting down your only working engine.
“Left engine dead, left prop feather”
“Left engine dead, left mixture idle-cutoff”
“Left engine dead, left engine magnetos off” (turn off one at a time)
“Left engine dead, left fuel selector off”

T-Strobes, landing light, fuel pumps
Gauges/Gauges-Check left and right engine gauges

PLT012 Commercial Question

Friday, June 21st, 2019

Given: Aircraft weight is 3,700 pounds.

Airport Pressure Altitude is 4,000 feet.

Temperature at 4,000 feet is 21 degrees C.

Using a normal climb under the given conditions, how much fuel would be used from engine start to a pressure altitude of 12,000 feet.

Click here for FAA Figure 14.

Click here for discussion figure.

The fuel to climb to 4,000 from seal level is 12 pounds and the fuel used to climb to 12,000 feet from sea level is 37 pounds.  The difference is 37 minus 12 equals 25 pounds.

In the notes section of the figure you will see that in #2 you need to increase time, fuel, and distance by 10 percent for each 7 degrees C above standard temperature.  The standard temperature lapse rate is 2 degrees C per 1,000 feet.  And the standard temperature at sea level is 15 degrees C.

Given this info we can get the standard temperature at 4,000 should be 7 degrees C (15 degrees C at sea level and the lapse rate is 2 degrees C per 1,000 feet or 15 degrees C – 8 degrees equals 7 degrees C).

So in the question “Given” section, our temperature of 21 degrees C is 14 degrees above standard.  We have to increase the fuel by 10 percent for each 7 degrees above standard, you multiply standard conditions use by 120 percent for 14 degrees C over standard.

The fuel needed to climb is 30 pounds or 25 pounds times 1.20.

You also need to add 16 pounds of fuel for engine start, taxi, and takeoff.  So 30 pounds plus 16 pounds equals 46 pounds.

KTUS METAR

Tuesday, June 18th, 2019

KTUS……..08004KT 4SM HZ……26/04 A2995 RMK RAE36

Award Categories

Saturday, June 1st, 2019

We are looking for sponsors for awards at the Laytonsville Cruise In.

The price, size, and style of the awards is subject to change.

Click here for pictures of similar awards.  This will give you an idea of what they will look like. 

Here are the categories that we will be giving out awards for:

Antique

Classic

Custom

Muscle & Hot Rod

Rat Rod

Modern American

Modern Import

Classic Import

Modified Import

Vintage Motorcycle

Modern Motorcycle

Custom Motorcycle

Vintage Bicycle

Modern Bicycle

Custom Bicycle

Best Exotic

Most Unique

Best Pre-War

People’s Choice

Kid’s Choice

Today in Aviation History
October 14, 1947: Capt. Charles E. Yeager, USAF, becomes the first person to pilot an a/c faster than the speed of sound, flying the Bell X-1 rocket powered research a/c from Muroc Air Force Base, CA.