Tag: Aircraft

Tad too much cabin pressure!

A short pencil is better than a long memory.

The origins of this saying seem to have disappeared in the mists of time but it’s a rare person that doesn’t write a list from time to time.  But when it comes to critical processes, having a list, or better known as a ‘checklist’ is essential to completing the process correctly.

With that in mind, then let me introduce you to a story recently sent to me by old friend Dan Gomez.

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I’ve always done it this way!

This is an example of what happens when we do not pay attention to detail, and do not follow instructions and checklists!

A KC-135 Aircraft was being pressurized at ground level. The outflow valves which are used to regulate the pressure of the aircraft were capped off during a 5-year overhaul and never re-opened. The post-investigation revealed that a civilian depot technician who “had always done it that way” was using a homemade gauge, and no procedure.

Apparently, the technician’s gauge didn’t even have a max “peg” for the needle, so it was no surprise he missed it when the needle went around the gauge the first time.

As the technician continued to pressurize the aircraft with the needle on its second trip around the gauge there was a “boom”.  One KC-135 went bang!  Indeed, the rear hatch was blown over 70 yards away, through a blast fence!

An incident like this is never funny and is further regrettable when we consider that this mistake is one that we taxpayers will end up paying for. Fortunately, no one was reported as being injured.

This was a good “Lessons Learned” for making sure we have trained people, with the correct tools, and who are following detailed procedures. It should serve as a reminder that just because you’ve always done it that way, it does not make it the “right” way!

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Now where did I leave that pencil!

Man, dog and Piper Cub

Excuse the self-indulgence!

While going through previously published Posts, I came across two, first shown on the 17th & 18th August, 2009, that seemed a better fit being rolled into one.

So here they are.

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This is not my dog but it brings out the same feelings in me as if I was looking at my German Shepherd.

german-shepherd-puppy

And this is my German Shepherd!  The photograph was taken in 2006 when Pharaoh was 3 years old.  The aircraft, by the way, is an L21B, the military variant of the Piper Super Cub.  The aircraft was originally delivered to the Dutch Air Force in 1954 and has dispensation from the UK CAA to retain the original registration and callsign of R151.

P1000357.s

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More on the aircraft.

Originally when the first half of today’s Post was published separately readers asked for more information on the aircraft.

So here it is.

Piper Super Cub, L-21B, R-151

A/C Construction No. 18-3841, Frame No. 18-3843

Original Engine, Lycoming 135 Type 0-290-D2, 54/2441

Romeo 151 was one of a batch of 298 L-21’s delivered in 1954. There were 584 L-21B’s produced by Piper for military use, the ‘L’ standing for Liaison. The L-21B’s were PA-18-135’s with civil Lycoming 0-290-D2 engines, glasswork as most L-21A’s and L-18’s and a gross weight of 1760 lbs.

This aircraft was delivered to Koninklijke Luchtmacht, Dutch Air Force, on the 1st July, 1954 and registered R-151. After various homes R-151 transferred to the Dutch civil register as PH-GER, 1st April 1976 with 4,458 hours and shortly thereafter was registered to Vlieclub Hoogeveen, Certificate Number 2380.

On the 27th March, 1981 the aircraft was delivered to the UK with a total time of 5,043 hours and in September, 1981 became G-BIYR. In April, 1983 YR was the first of type to be given a Public Transport CofA and was used for training at Tollaton. YR reverted to a Private CofA in January, 1984 when purchased by Mike and Barbara Fairclough at 5,120 hours.

In 1992 YR was re-engined with a Lycoming 150HP, 0320-A2B No. L49809-27A (zero hours). Finally on the 2nd June, 1995 the a/c was repainted in original Dutch insignia and given CAA (UK Civil Aviation Authority) permission to use the original call-sign, Romeo 151.

The aircraft is based in South Devon, England and owned by the five members of the Delta Foxtrot Flying Group.

A few photos of the aircraft.

Approaching home in South Devon, England
Approaching home airfield in South Devon, England
Flying in the French Alps, Mt Blanc in sight
Flying in the French Alps, Mt Blanc in sight
9,300 ft up in the French Alps
9,300 ft up in the French Alps

Really takes me back does this!

The loss of a lovely Uncle

Please indulge me with this purely personal reflection.

My Uncle Peter died in his sleep at 1.30am UK time on Monday, the 21st May, 2012.  He was 91 and had been suffering from declining health for a while.

As my parting gift from across the seas, I just wanted to record the great inspiration that he was to both me and my son, Alex.

Peter was a great gliding fan (sailplane in American speak!).  He must have started gliding not many years after the end of the war in 1945.  Anyway, when I was a young lad, back in the mists of time, my Uncle Peter took me for a glider flight.  That left a memory in me that lay dormant for many years until the late 1970s when a colleague, Roger Davis, introduced me to the Rattlesden Gliding Club and that started a 25-year interest in gliding and later power flying.

My son, Alex, also when he was a young boy was taken up for his first flight in a glider by Uncle Peter and later flew with me many times both in gliders and power aircraft.  Today he is a Senior Captain with a British airline.

So, dear Uncle Peter, what an aviation inspiration you have been for two generations.

Uncle Peter and two generations of pilots.

As it happens, 1.30 am UK time on Monday the 21st was 5.30pm Arizonan time on Sunday the 20th.  At that very moment, well 5.26pm to be precise, Jean and I were watching the solar eclipse and I took the photograph below of what was the partial eclipse here in Payson.

Partial solar eclipse partly hidden by the pine trees.

A tribute to a wonderful family man with a great sense of humour.