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Airventure 2015 Flying Cinema Schedule
AirVenture 2015 Flying Cinema Schedule (All times approximate) Sunday July 19 12:00-1:45 Sky King Disc 10 Follow the adventures of the Sky King and his niece, Penny. Relive the days of this famous television program, which helped promote aviation. See Sky King take to the sky in his beautiful Bamboo Bomber and later in a Cessna 3310. “Mystery Horse”, “Double Trouble”, “Note for a Dam”, “Bad Actor” 1:50-3:35 Sky King Disc 11 Follow the adventures of the Sky King and his niece, Penny. Relive the days of this famous television program, which helped promote aviation. See Sky King take to the sky in his beautiful Bamboo Bomber and later in a Cessna 3310. “Fight for Oil”, “Lost Boy”, “The Brain and the Brawn”, “The feathered Serpent” Monday July 20 9:00-10:55 EAA’s Salute to Apollo On Saturday evening, July 30, 1994, an once-in-a-lifetime event took place as an overflow audience at Theater in the Woods welcomed 15 former Apollo astronauts. The program featured at least one member from each crew of the eleven historic Apollo missions, including all three members from Apollo’s 8 and 11. In the 25 years since man first set foot on the moon, each astronaut has gone his separate way. Yet for two hours, they returned to the Apollo program and shared stories and experiences. 11:00-11:45 WWI AVIATION ‘The Red Baron’ and ‘The Immortal Ace’ Includes The Red Baron; this old black and white film visits with the “aces” of WWI, including Bishop, Rickenbacher and Newberg. -
Tom Poberezny and the Maturing of EAA by David Gustafson
Tom Poberezny and the Maturing of EAA By David Gustafson When Tom Poberezny assumed the leadership of EAA as its second president in 1989, he brought a new set of skills, a fresh perspective and a determination to expand the EAA culture. As a result of what Tom brought to the table, EAA entered a new era. It matured. Tom’s professionalism slowly transformed the activities and the magazines to a broader mission, one that expanded on the concept of sport aviation, winning respect from pilots, the government, other organizations and the general public. Tom worked hard to create an environment in which homebuilding would be preserved. He sort of wrapped the movement into the larger cocoon of sport aviation, concurrently assuring that the essential freedoms for innovation, sharing, building and enjoying the tremendous sense of accomplishment that comes with parking a homebuilt on the flightline would be preserved and flourish. He enlarged the showcase for homebuilts, adding every year to the attractions at Oshkosh. What Paul Poberezny had accomplished in creating the homebuilt movement, Tom took to the next level, imbuing the culture with unimpeachable integrity. He did that by maintaining and fusing Paul’s exacting standards for cleanliness, neatness, family values and safety. He was well trained. Tom had grown up in the EAA/homebuilding environment. With the exception of five years at Northwestern University, Tom’s life, from the cradle up to his retirement last year, was surrounded by aviation, homebuilders, fly-ins and an endless stream of visitors in his home who rarely discussed anything that didn’t have some kind of connection to aviation, usually homebuilding. -
Cessna Aircraft Company-A Short History
Cessna Aircraft Company Info from (address no longer valid) http://www.wingsoverkansas.com/history/article.asp?id=627 Clyde Vernon Cessna, whose 250-year American lineage stemmed from French and German ancestry, was born in Hawthorne, Iowa, December 5, 1879. At the age of two, he traveled the long overland journey with his parents to Kingman County, Kansas, where they settled on a homestead along the Chickasaw River. In early boyhood his aptitudes revealed visionary creativity and mechanical talents that found instant outlets in the dire necessities and rugged demands of pioneer life. In this environment he became a self taught expert in developing and improving farm machinery and farming methods for producing food and for services that were non-existent. As the family increased to nine, the challenges and opportunities presented themselves in an extended world of the early automobile. Becoming the owner of a first horseless carriage, he followed avidly the trends in improvement and in this way became a mechanic salesman and in time operated an automobile sales agency in Enid, Oklahoma. He became captivated with flying after learning of Louis Blériot's 1909 flight across the English Channel. Traveling east to New York, Cessna spent a month at the Queen Airplane Company factory, learning the fundamentals of flight and the art of plane building. He became so enthusiastic about flying that he spent his life savings of $7,500 to buy an exact copy of the Blériot XI monoplane, shipping it west to his home in Enid, Oklahoma. Cessna flew this aircraft, along with others he designed and built, in exhibition flights throughout the Midwest, continuously modifying the planes to improve their performance. -
2007 Chapter Officers
OUR ROOTS: AEROBATICS IN THE ‘60’s With the onset of cold weather and the lack of chapter news, I will take liberties with this installment to share some of our heritage. I first participated in formal aerobatic competition in 1968. At that time US competition was sanctioned by the ACA (Aerobatic Club of America) and was divided into three competition categories: Primary, Advanced and Unlimited. After three wins, Primary contestants were required to move up. In 1968 I was married with two boys and earning a whopping $820 a month as a chemistry instructor. I competed that year in Primary with a stock 65 hp J3 Cub. The ’68 Primary sequence was well designed and accommodated good energy management: Spin Loop Immelman 45 down snap Half Cuban Barrel Roll Hammerhead Slow Roll Reverse Half Cuban Four Point Roll Those of us without inverted fuel often experienced loss of power during the Immelman and appreciated the subsequent 45 down line in order to restart our engines. Contests in ’68 were held at Monroe, LA; Vandalia, IL; Ottumwa, IA; Rockford (Harvard) IL and the Nationals at Oak Grove airport, Fort Worth, TX. One of the pleasures of this era was the wide variety of competing aircraft. They included a lively mix of both monoplanes (clipped Cub and T-Craft, Luscombe, Ryan PT-22 and STA, Citabria, Stitts Playboy, Cassutt Racer, Chipmunk, Dart, and Zlin) and biplanes (Smith Miniplane, EAA Biplane, Pitts Special, PJ-260, Stampe, Bucker Jungmeister and Jungmann, Great Lakes, Wacos, and Stearman). Many of these early airplanes were modified to enhance their strength, control systems and to implement inverted power. -
“Working with Fire” (Mort’S Aviation Experiences & History)
“Working With Fire” (Mort’s Aviation Experiences & History) Mort Brown Photo by Don Wiley By Mort & Sharon Brown Copyrighted 2007 (All Rights Reserved) TO: All Aviation Enthusiasts FROM: Mort & Sharon Brown RE: “Working With Fire” (Mort’s Aviation Experiences) Dear Aviation Enthusiast: Mort is the (first) retired Chief Pilot of Production Flight Test, Cessna Aircraft Company, from 1937 - 1972. “Working With Fire” contains selected aviation experiences from Mort’s biography. The text in Mort’s first presentation and CD, “Pistons, Props, and Tail Draggers” was an excerpt from this chapter. We have created “Working With Fire” for your enjoyment, as our “Return to the Community”. (It contains historical photos, including Cessna Aircraft Company photos, that have been re-printed with permission.) “Working With Fire”, and all contents thereof, may be reproduced for the enjoyment of others. However, all copyrights are reserved. No part of the presentation, or the entirety of, may be sold, bartered, or have any financial negotiations associated with the distribution of its contents. We hope you enjoy “Working With Fire” as much as we enjoyed putting it together for you! Please visit us at our new website, www.mortbrown.info . Sincerely, Mort & Sharon Brown Wichita, Kansas [email protected] DISCLAIMER: Cessna Aircraft Company has not sponsored nor endorsed any part of this presentation. “Working With Fire” (Mort’s Aviation Experiences & History) Mort Brown Photo by Don Wiley By Mort & Sharon Brown Copyrighted 2007 (All Rights Reserved) TITLE PAGE TITLE PAGE 1. Cover Letter………………………………………………………………..1 2. Cover Page ………………………………..……………………….………2 3. Title Page ……..………………………………………………….………..3 4. Dedication………………..…………………………………………….…..4 5. Acknowledgements…..…………………………………………………..5 - 6 6. -
Sequence of Design
Sequence Or Design By Noel Becar, EAA 725 316 Del Rosa Way, San Mateo, Calif. VERALL DESIGN was discussed in an earlier article der to prove OGt strength after as much lightening of the O in this series, but no summarization was made as it design as possible has been done. was felt the subject matter was too general and too varied (D)—Reduction of parasite resistance to the mini- to be of reference value on paper. However, a quick sum- mum, even at the cost of a small increase in weight, is mary of points covered might be helpful. Overall design desirable for low horsepower designs by such means as can best be defined as, "consideration of all the pertinent full-cantilever wings and retraction of landing gear and factors entering into the obtaining of maximum perform- other power consuming drag items. ance with minimum horsepower" in the case of light Design Sequence. The first step in designing a new aircraft. As a quick check list, the following factors airplane is the decision of what type is to be built. In should be included: practically all cases, structural considerations will indi- (A)—Consideration of a higher landing speed than cate a monoplane as the best design for simplicity and might normally be specified if we do not want a plane the least drag for its size. Also, for a given area of wing, which is uncomfortable to fly in rough air,—for the prop- in order to obtain the same performance, a biplane would erty of an airplane that allows it to ride bumps com- have to have an extremely short chord which would make fortably is dependent on its landing speed. -
C172 Flight Manual Download
c172 flight manual download File Name: c172 flight manual download.pdf Size: 1505 KB Type: PDF, ePub, eBook Category: Book Uploaded: 14 May 2019, 23:29 PM Rating: 4.6/5 from 615 votes. Status: AVAILABLE Last checked: 7 Minutes ago! In order to read or download c172 flight manual download ebook, you need to create a FREE account. Download Now! eBook includes PDF, ePub and Kindle version ✔ Register a free 1 month Trial Account. ✔ Download as many books as you like (Personal use) ✔ Cancel the membership at any time if not satisfied. ✔ Join Over 80000 Happy Readers Book Descriptions: We have made it easy for you to find a PDF Ebooks without any digging. And by having access to our ebooks online or by storing it on your computer, you have convenient answers with c172 flight manual download . To get started finding c172 flight manual download , you are right to find our website which has a comprehensive collection of manuals listed. Our library is the biggest of these that have literally hundreds of thousands of different products represented. Home | Contact | DMCA Book Descriptions: c172 flight manual download This book is a property of Cessna Aircraft Company and all rights go to them. You can download the pdf version of the book here. POH Section 1, General Information. We presented the utter. Now, our extensive product Commercial vehicles With Specifications and Photos Page 2. Item Code Pipe Capacity line and broad geographical. Kindle Cloud Reader Read. Transport a crawler excavator or wheel loader with 2017 5 Fri, June 23, 2017 2 Runs for Doosan Construction Equipment, units 172 problems. -
Richard Berliand Flew Martin’S Beech Duchess from Redhill to Iceland for the Journey of a Lifetime
April 2015 AIRCRAFT AOPA OWNER & PILOT The official magazine of the Aircraft Owners and Pilots Association GA gets a new strategic plan Flying a Duchess to Iceland How to get a drone licence Lee-on-Solent opens new runway Fly a Spitfire! 2 AIRCRAFT Chairman’s Message OWNER &PILOT Changing Times April 2015 By George Done Editor: Ian Sheppard [email protected] Tel. +44 (0) 7759 455770 In the February issue of General Published by: Aviation I was pleased to announce First Aerospace Media Ltd and welcome Ian Sheppard as the Hangar 9 Redhill Aerodrome Redhill RH1 5JY new editor of the AOPA UK house Tel. +44 (0) 1737 821409 magazine. Ian has taken over from Pat Malone who held the reins for Advertising Office: nearly thirteen years, and contributed AOPA UK hugely to the image and wellbeing of The British Light Aviation Centre the association. 50A Cambridge Street London Sw1V 4QQ When Pat took over the Tel. +44 (0) 20 7834 5631 opportunity was taken to move to bi- monthly publication from quarterly being non-EASA (Annex II) types, Head of Advertising: David Impey and change the title from Light with most being used for private Tel. +44 (0) 7742 605338 Aviation to General Aviation. purposes, this definition covering In the same way, the opportunity use for business reasons and also for Printing: Holbrooks Printers Ltd has been taken with Ian’s editorship recreational and sporting use, as for Articles, photographs and news to take stock and introduce a new a private car. items from AOPA members and other look to the magazine that better A significant proportion of owners readers are welcomed. -
Cessna Single Engine Application*
CESSNA SINGLE ENGINE APPLICATION* GASOLATOR DRAIN CURTIS DRAIN AIRCRAFT MAKE, MODEL & YEAR WING TANK DRAINS VALVES O.E.M. VALVES VALVES CCA-1900 Use CCA-1550 CCA-1900 Cessna 120 1946 - 1949 AN814-4D Plug or CCA-2600 or CCA-7450 or CCA-2600 Use CCA-1550 CCA-1900 Cessna 140 1946 - 1948 CCA-2600 K9000A-1 or CCA-7450 or CCA-2600 Use CCA-1550 Cessna 140A- 1949 - 1950 CCA-2800 K9000A-1 CCA-2800 or CCA-7450 0511199-20 0526001-2 Cessna 150 1959 - 1960 CCA-2800 CCA-2800 CCA-7450 A--K S-2106-2 0511199-20 Cessna 150 - A thru M -1961-1975 CCA-2800 0526001-2 CCA-2800 CCA-7450 A--K S-2485-1 Cessna 152 - 1978 - 1985 CCA-2800 S-2106-2 CCA-2800 No Cross K9000A-1 CCA-2100 Cessna 170 - 1948 CCA-2100 CPP100-2 CCA-7450 or CCA-2800 0511199-20 CCA-2100 Cessna 170 A - 1949 - 1951 CCA-2100 0526001-2 CCA-7450 or CCA-2800 K-9000A-1 CCA-2100 Cessna 170 B - 1952 - 1956 CCA-2100 CCA-7450 or CCA-2800 0526001-2 Cessna 172 1956 - 1959 CCA-2800 CCA-7450 CCA-2800 S-2106-2 Cessna 172 A - H 1960 - 1967 CCA-2800 CCA-7450 S-2106-2 CCA-2800 0526001-2 Cessna 172 - I thru M 1968 - 1976 CCA-2800 0511199-41 CCA-2800 S-2106-2 Cessna 172 - N, P 1977 thru 1986 CCA-2900 0850410-1 S-2020-1 CCA-2900 Cessna Hawk XP - 1978 - 1980 CCA-2900 S-2020-1 CCA-2900 Cessna 172RG - 1980 - 1984 CCA-2800 0526001-2 CCA-2800 Cessna 175 A - C 1958 - 1962 CCA-2800 0526001-2 CCA-2800 Cessna 177 Cardinal 1968 CCA-2900 S-2020-1 CCA-2900 Cessna 177 Cardinal A,B 1968 - 1978 CCA-2900 S-2020-1 CCA-2900 Cessna 177RG Cardinal 1971 - 1978 CCA-2900 S-2020-1 CCA-2900 Cessna 180 1953 - 1956 CCA-2700 S-2106-1 CCA-2700 -
Dirigo Flyer
Dirigo Flyer Newsletter of the Maine Aviation Historical Society PO Box 2641, Bangor, Maine 04402 207-941-6757 1-877-280-MAHS (in state) www.maineairmuseum.org [email protected] Volume XIX No. 3 May – June 2011 Welcome to our late spring – early summer issue of the Flyer. After a rather dreary start that consisted of many days of dark, wet, IFR only weather, we have broken out of the clouds and are enjoying some warm, seasonal summer weather as this is being written. The editor had a nice flight around Mt. Desert Island the other day in a WACO biplane (traded a trip around Frenchman Bay by boat for it) in nice smooth flying conditions. I should have spent the day editing this issue but…flying took precedent. Port O’Maine Airport By Brian Wood Every year for my birthday my father would spend the day taking me any place I wanted to go. For my 14th, it was decided that we would have lunch at Portland’s Sportsman’s Grill for my favorite meal – spaghetti. After that we could go out to the airport and watch planes. After an hour watching a few Northeast DC3’s and DC6’s taxi in, things slowed down and we decided to go down to South Portland and see if we could find another airport we had heard about. It was called Port O’Maine Airport. After some searching we found it off Route One. Little did I know that I was about to receive the best birthday present ever! Port O’Maine was everything an airport should be with a long unpaved runway, two shorter ones, a windsock pond, a cement maintenance hangar full of planes in various states of disassembly, rows of small planes tied up on the grass and a wonderful terminal building. -
Noise Summary Report 2010-01
PAINE FIELD AIRPORT • 3220 100TH ST SW • EVERETT, WA 98204 NOISE HOTLINE: 425-353-2110 X1 JANUARY 2010 INSIDE THIS ISSUE: J ANUARY SUMMARY During January 2010, the airport office re- Since FAA operations data is not released Article Page ceived noise related calls and emails from until the third week of the following month, individuals in the surrounding communities. the monthly noise summary report is posted 67 complaints were regarding flight opera- online (see Online below) the fourth week of Monthly Summary tions. None of those calls was regarding the following month. 1 engine trims. Recording Noise Page 2 shows a graphic representing the 16 Complaints Noise calls are received via telephone hot- noise sub-quadrants located around Paine line (425-353-2110 x1) or through the airport Field. The graphic also depicts where Paine web page noise complaint form (see Online Field’s three noise monitors are located. Monthly Flight below). Operations Caller Identification Codes are listed with Upon receipt, complaints are investigated. each complaint on pages 3 & 4 to identify Noise Complaints The FAA retains radar data for 3 days be- the individuals who made each call. Filed by Noise 2 fore providing it to the airport’s AIRSCENE Quadrant noise monitoring system. Airport staff uses First time callers will be notified of their new ID# by mail, along with a one-time mailing of Monthly Operations the AIRSCENE data and other sources to this monthly noise summary. Levels help identify which operation generated the noise complaint. All of the aircraft operations listed on pages The aircraft operator is then notified of the 3 and 4 are presumed to have originated or Noise Complaints 3 complaint and made aware of the airport’s completed their flight at Paine Field. -
Cessna 4 Engine Rrr:1 Articles 19/11/10 15:50 Page 44 Thethe Ccessessnnaa Thathatt (Al(Almmosost)T) Neveneverr Waswas
cessna 4 engine rrr:1 Articles 19/11/10 15:50 Page 44 TheThe CCessessnnaa thathatt (al(almmosost)t) neveneverr waswas It never went into production but Cessna’s only four-engined aircraft had some revolutionary touches, as Mike Jerram reports Main photo and left: the sole prototype Cessna 620 in flight. Note long nose-mounted data- gathering boom, under-nacelle augmentor tube exhausts and 310-style ‘tuna’ tiptanks. (Cessna) Above: Model 620 prototype on the ramp at McConnell Air Force Base, Wichita. (Author’s Collection/Howard Levy) 44 General Aviation December 2010 cessna 4 engine rrr:1 Articles 19/11/10 15:50 Page 45 ere’s a sure-fire bet to win next time protection for the cabin in the event of a wing used the same NACA 2400-series you’re in the flying club bar. Did wheels-up landing. The round fuselage cross- airfoil section as Cessna’s single-engine HCessna ever build a four-engined section was largely dictated by the stand-up models, and was similar in planform to that aircraft? Chances are most people will cabin requirement and the demands of of the 310, but with single-slotted flaps in answer ‘No’ because the company is best pressurisation. place of the 310’s split flaps. It sported a known for its ubiquitous singles, piston and Engine choice posed a problem, because pair of ‘tuna’ tiptanks like the 310’s, but turboprop twins, and the Citation range of there were no readily available powerplants in unlike the twin, which carried all its fuel in business jets.