User:Steve White - Revision history

Steve White at 18:32, 20 March 2009

2009-03-20T18:32:30Z

← Older revision		Revision as of 18:32, 20 March 2009
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	Steve White lives in Piggott, AR, a town in NE AR, pop 4,000. Piggott Municipal Airport(7M7)		Steve White lives in Piggott, AR, a town in NE AR, pop 4,000. Piggott Municipal Airport(7M7)
	is 2550' long and has a new 8-bay T-hanger, with an office and storage room. There are 8 based aircraft, 3 of which are Grummans. My 1974 AA-5, IFR certified, yet basically a VFR equipped		is 2550' long and has a new 8-bay T-hanger, with an office and storage room. There are 8 based aircraft, 3 of which are Grummans. I taught both these pilots to fly and influenced their choice of airplanes <G>. My 1974 AA-5, IFR certified, yet basically a VFR equipped
	aircraft, has nearly every enhancement possible: all DMA mods,steps removed,internal antennas,		aircraft, has nearly every enhancement possible: all DMA mods,steps removed,internal antennas,
	HC,PF,"tweeked" Sens prop,RR cap,aero clean-up,new white interior(since picture, etc. It routinely climbs >1000'/min@ 115-120 ias		HC,PF,"tweeked" Sens prop,RR cap,aero clean-up,new white interior(since picture), etc. It routinely climbs >1000'/min@ 115-120 ias
	and will go into yellow line at 2550 rpms(actual) below 3000-4000' DA. Avg fuel usage over the past 200 hrs has been 8.05 gal/tach hr. Normal flight plan cruise is 130 kts TAS though actual is around 133-135 KTS TAS though I fly closer to 70% pwr than 75%. I do not feel like getting any other AA-5x would be a significant move up performance-wise. This 1974 AA-5, with		and will go into yellow line at 2550 rpms(actual) below 3000-4000' DA. Avg fuel usage over the past 200 hrs has been 8.05 gal/tach hr. Normal flight plan cruise is 130 kts TAS though actual is around 133-135 KTS TAS though I fly closer to 70% pwr than 75%. I do not feel like getting any other AA-5x would be a significant move up performance-wise. This 1974 AA-5, with
	new "N"# of N749MC, has 1654 hrs TT and 300 SMOH.		new "N"# of N749MC, has 1654 hrs TT and 300 SMOH.

Steve White at 18:30, 20 March 2009

2009-03-20T18:30:54Z

← Older revision		Revision as of 18:30, 20 March 2009
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	is 2550' long and has a new 8-bay T-hanger, with an office and storage room. There are 8 based aircraft, 3 of which are Grummans. My 1974 AA-5, IFR certified, yet basically a VFR equipped		is 2550' long and has a new 8-bay T-hanger, with an office and storage room. There are 8 based aircraft, 3 of which are Grummans. My 1974 AA-5, IFR certified, yet basically a VFR equipped
	aircraft, has nearly every enhancement possible: all DMA mods,steps removed,internal antennas,		aircraft, has nearly every enhancement possible: all DMA mods,steps removed,internal antennas,
	HC,PF,"tweeked" Sens prop,RR cap,aero clean-up,etc. It routinely climbs >1000'/min@ 115-120 ias		HC,PF,"tweeked" Sens prop,RR cap,aero clean-up,new white interior(since picture, etc. It routinely climbs >1000'/min@ 115-120 ias
	and will go into yellow line at 2550 rpms(actual) below 3000-4000' DA. Avg fuel usage over the past 200 hrs has been 8.05 gal/tach hr. Normal flight plan cruise is 130 kts TAS though actual is around 133-135 KTS TAS though I fly closer to 70% pwr than 75%. I do not feel like getting any other AA-5x would be a significant move up performance-wise. This 1974 AA-5, with		and will go into yellow line at 2550 rpms(actual) below 3000-4000' DA. Avg fuel usage over the past 200 hrs has been 8.05 gal/tach hr. Normal flight plan cruise is 130 kts TAS though actual is around 133-135 KTS TAS though I fly closer to 70% pwr than 75%. I do not feel like getting any other AA-5x would be a significant move up performance-wise. This 1974 AA-5, with
	new "N"# of N749MC, has 1654 hrs TT and 300 SMOH.		new "N"# of N749MC, has 1654 hrs TT and 300 SMOH.
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	1971. Most of my Grumman time is in a stock 1969 AA-1.		1971. Most of my Grumman time is in a stock 1969 AA-1.
	My hobbies are hunting and benchrest shooting, though keeping my plane in tip-top condition has adversely affected these two hobbies. Maybe my hobby now is keeping up my plane and flying it while I occasionally shoot and hunt.		My hobbies are hunting and benchrest shooting, though keeping my plane in tip-top condition has adversely affected these two hobbies. Maybe my hobby now is keeping up my plane and flying it while I occasionally shoot and hunt.

	[[Image:1974Traveler1.jpg]]		[[Image:1974Traveler1.jpg]]

Steve White at 18:29, 20 March 2009

2009-03-20T18:29:44Z

← Older revision		Revision as of 18:29, 20 March 2009
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	My background is 10 years in the USAF, Ftr Wpns Sch Grad, CFI since 1973, ATP in 1991, and have been a dentist since 1983. I've owned this plane since Jan 2006 but have flown Grummans since		My background is 10 years in the USAF, Ftr Wpns Sch Grad, CFI since 1973, ATP in 1991, and have been a dentist since 1983. I've owned this plane since Jan 2006 but have flown Grummans since
	1971. Most of my Grumman time is in a stock 1969 AA-1.		1971. Most of my Grumman time is in a stock 1969 AA-1.
	My hobbies are hunting and benchrest shooting, though keeping my plane in tip-top condition has adversely affected these two hobbies.		My hobbies are hunting and benchrest shooting, though keeping my plane in tip-top condition has adversely affected these two hobbies. Maybe my hobby now is keeping up my plane and flying it while I occasionally shoot and hunt.
	[[Image:1974Traveler1.jpg]]		[[Image:1974Traveler1.jpg]]

Steve White at 15:38, 20 March 2009

2009-03-20T15:38:21Z

← Older revision		Revision as of 15:38, 20 March 2009
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	My background is 10 years in the USAF, Ftr Wpns Sch Grad, CFI since 1973, ATP in 1991, and have been a dentist since 1983. I've owned this plane since Jan 2006 but have flown Grummans since		My background is 10 years in the USAF, Ftr Wpns Sch Grad, CFI since 1973, ATP in 1991, and have been a dentist since 1983. I've owned this plane since Jan 2006 but have flown Grummans since
	1971. Most of my Grumman time is in a stock 1969 AA-1.		1971. Most of my Grumman time is in a stock 1969 AA-1.
	My hobbies are hunting and benchrest shooting, though keeping my plane in tip-top condition has adversely affected ~~the 1st~~ two.		My hobbies are hunting and benchrest shooting, though keeping my plane in tip-top condition has adversely affected these two hobbies.
	[[Image:1974Traveler1.jpg]]		[[Image:1974Traveler1.jpg]]

Steve White at 15:36, 20 March 2009

2009-03-20T15:36:21Z

← Older revision		Revision as of 15:36, 20 March 2009
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			Steve White lives in Piggott, AR, a town in NE AR, pop 4,000. Piggott Municipal Airport(7M7)
			is 2550' long and has a new 8-bay T-hanger, with an office and storage room. There are 8 based aircraft, 3 of which are Grummans. My 1974 AA-5, IFR certified, yet basically a VFR equipped
			aircraft, has nearly every enhancement possible: all DMA mods,steps removed,internal antennas,
			HC,PF,"tweeked" Sens prop,RR cap,aero clean-up,etc. It routinely climbs >1000'/min@ 115-120 ias
			and will go into yellow line at 2550 rpms(actual) below 3000-4000' DA. Avg fuel usage over the past 200 hrs has been 8.05 gal/tach hr. Normal flight plan cruise is 130 kts TAS though actual is around 133-135 KTS TAS though I fly closer to 70% pwr than 75%. I do not feel like getting any other AA-5x would be a significant move up performance-wise. This 1974 AA-5, with
			new "N"# of N749MC, has 1654 hrs TT and 300 SMOH.
			My background is 10 years in the USAF, Ftr Wpns Sch Grad, CFI since 1973, ATP in 1991, and have been a dentist since 1983. I've owned this plane since Jan 2006 but have flown Grummans since
			1971. Most of my Grumman time is in a stock 1969 AA-1.
			My hobbies are hunting and benchrest shooting, though keeping my plane in tip-top condition has adversely affected the 1st two.
	[[Image:1974Traveler1.jpg]]		[[Image:1974Traveler1.jpg]]

	~~Steve White is a dentist who owns a blue,white and gold 1974 Traveler.~~

Bob Steward: Fixed text in a box

2009-03-19T12:20:24Z

Fixed text in a box

← Older revision		Revision as of 12:20, 19 March 2009
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	~~Steve White is a dentist who owns a blue,white and gold 1974 Traveler.~~
	[[Image:1974Traveler1.jpg]]		[[Image:1974Traveler1.jpg]]

			Steve White is a dentist who owns a blue,white and gold 1974 Traveler.

Bob Steward: Moved photo from Photobucket to Bondline

2009-03-19T12:17:53Z

Moved photo from Photobucket to Bondline

← Older revision		Revision as of 12:17, 19 March 2009
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	Steve White is a dentist who owns a blue,white and gold 1974 Traveler.		Steve White is a dentist who owns a blue,white and gold 1974 Traveler.
	[~~IMG]http~~:~~//img.photobucket.com/albums/v503/sewdds/~~1974Traveler1.jpg~~[/IMG~~]		[[Image:1974Traveler1.jpg]]

Steve White at 10:24, 19 March 2009

2009-03-19T10:24:41Z

← Older revision		Revision as of 10:24, 19 March 2009
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	Steve White is a dentist who owns a blue,white and gold 1974 Traveler. It has a new "N" # since the picture, N749MC. The plane which has PF,Sens "tweeked" prop, HC,RR cap,all DMA speed mods,no steps,buried antenas,extensive aero clean-up,etc, normally flies appx 155 mph tas and climbs appx 1000'/min @ 115 ias with 2 people/full fuel. Travelers have potential.		Steve White is a dentist who owns a blue,white and gold 1974 Traveler.
	[IMG]http://img.photobucket.com/albums/v503/sewdds/1974Traveler1.jpg[/IMG]		[IMG]http://img.photobucket.com/albums/v503/sewdds/1974Traveler1.jpg[/IMG]

Steve White at 02:33, 19 March 2009

2009-03-19T02:33:38Z

← Older revision		Revision as of 02:33, 19 March 2009
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	~~For the past 3 1/2 years, I have read the GG, Bondline, and all the information available from the AYA. That~~ is a ~~lot of reading. In the packet from the AYA~~, there was a section on flying tips. One of these referenced using flaps on t/o. This isn't in the owner's manual(as we all know well) but has been often used/discussed through out the years. I fly 2 Travelers(stock 1973 and ~~about as highly modified as possible~~ 1974~~) and an 0320HC'd(I didn't want to get chastized for writing 160hp) AA-1B with DMA speed mods~~. ~~I also flew(in the early and late 1970's respectively)~~ a ~~1969 AA-1 with a cruise prop and a 1976 AA-1B. I gave~~ the ~~owner flying lessons in the AA-1 and general flying lessons in the AA-1B~~. The ~~AA-1 was flown off a 2500' strip in the summer with 2 people and the other was flown off a 5500' strip also in summers(at 7M7 and West Mem~~,~~AR respectively). The usage of flaps in the AA-5s seemed to help very little in the 1974 and possibly somewhat more in the AA-5 stock~~, ~~especially when near gross. The AA-1B didn't seem to be helped much at all with flaps.~~		Steve White is a dentist who owns a blue,white and gold 1974 Traveler. It has a new "N" # since the picture, N749MC. The plane which has PF,Sens "tweeked" prop, HC,RR cap,all DMA speed mods,no steps,buried antenas,extensive aero clean-up,etc, normally flies appx 155 mph tas and climbs appx 1000'/min @ 115 ias with 2 people/full fuel. Travelers have potential.
	~~In 1972~~, ~~I was an inexperienced pilot and made some stupid mistakes. On a near 100 degree day~~, ~~I got too far down the 2500' strip in the AA-1 to abort but didn't have the~~ speed ~~to t/o. A 15' ditch is at the end of the RW. In the last 500' of roll~~, ~~my mind went into a hyper mode; and I lowered the miniscule flaps which helped the very low-lift AA-1 wing. The airplane wallowed off~~, ~~gained speed in gnd effect going across the cotton field and eventually climbed at 100~~-~~200'/min. I landed and stayed on the ground. Later~~, ~~I practiced more with the flap t/os in this cruise prop'd~~, ~~hi time 0235, slick wing'd airplane. It really made a difference. I'd go with neutral controls until~~ appx 55 mph ~~ias, lower the flaps~~ and apply gentle back pressure. This significantly decreased the t/o roll, in this plane. This became std procedure for the owner of this plane and me. He now owns the 1976 0320HC,AA-1B that is in the hanger between my AA-5 and the 1973 AA-5 mentioned above.
	~~I doubt that I am the only one who used flaps in the original cruise prop~~'~~d 0235 AA-1s. I suspect this is where the entire flap~~/~~flap issue started. To me, the Ron Levy testing of flap effect on t/o roll was incomplete due to no stock AA-1 being tested also.~~

	~~In summary, the usage of flaps has a significant effect on t/o for the original AA-1~~ with ~~the stock engine~~/~~propellar~~. Likely many pilots discovered this thru word of mouth, being shown, or out of necessity. The extrapolation that this technique is beneficial to the AA-1a-c, and AA-5 series is questionable. Likely, the majority of Grumman pilots have ~~not experienced the unique "flying" characteristics of the stock AA-1~~.
	[IMG]http://img.photobucket.com/albums/v503/sewdds/1974Traveler1.jpg[/IMG]		[IMG]http://img.photobucket.com/albums/v503/sewdds/1974Traveler1.jpg[/IMG]

Steve White at 02:20, 19 March 2009

2009-03-19T02:20:41Z

← Older revision		Revision as of 02:20, 19 March 2009
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	In summary, the usage of flaps has a significant effect on t/o for the original AA-1 with the stock engine/propellar. Likely many pilots discovered this thru word of mouth, being shown, or out of necessity. The extrapolation that this technique is beneficial to the AA-1a-c, and AA-5 series is questionable. Likely, the majority of Grumman pilots have not experienced the unique "flying" characteristics of the stock AA-1.		In summary, the usage of flaps has a significant effect on t/o for the original AA-1 with the stock engine/propellar. Likely many pilots discovered this thru word of mouth, being shown, or out of necessity. The extrapolation that this technique is beneficial to the AA-1a-c, and AA-5 series is questionable. Likely, the majority of Grumman pilots have not experienced the unique "flying" characteristics of the stock AA-1.
			[IMG]http://img.photobucket.com/albums/v503/sewdds/1974Traveler1.jpg[/IMG]