The Initial Flying of My Tailwind
Taxing-in after first flight: Chino CA.
About two years before I had my Tailwind ready to fly, I stopped by to say hello to a chap who owned a pristine Cougar. His name is Pat Krugh and he kept his Cougar and a Boredom Fighter in a hangar at Corona Airport CA. Every time I went to Aircraft Spruce on a Saturday, I would drop in to see Pat and acquire some more knowledge. At one point he said that when I was ready to fly my plane, he would give me some time in his Cougar. What an offer!
Well the time came and a few weeks before the Tailwind was ready, I called Pat and asked if the offer still stood. True to his word he arrived in front of my hangar at Chino on a Saturday morning in his 'mint condition' Cougar. A show plane it is. The Cougar is much like an average Tailwind, small inside. With the usual fuel tank behind the instrument panel, my legs just fit with them wedged up tight against the bottom of the panel. I was able to work the rudder pedals but it hurt my knees where they touched the panel.
Well the time came and a few weeks before the Tailwind was ready, I called Pat and asked if the offer still stood. True to his word he arrived in front of my hangar at Chino on a Saturday morning in his 'mint condition' Cougar. A show plane it is. The Cougar is much like an average Tailwind, small inside. With the usual fuel tank behind the instrument panel, my legs just fit with them wedged up tight against the bottom of the panel. I was able to work the rudder pedals but it hurt my knees where they touched the panel.
Off we went and Pat showed me what his Cougar could do. I was impressed. After he showed me, he said, "Now you can do it." It was a fun plane to fly and he said my plane would probably fly the same. Pat has 1500 hours on his Cougar so he was comfortable letting me do all this air work. He then said to head for Corona and we would do some landings. He said if I could land it at Corona, I could land it anywhere. My Tailwind has a wing span of 24 feet; his Cougar has more than two feet less.
Approach is 90 knots and that is how he flies it in. It did not seem that fast until we got over the numbers and I thought, "Boy, is this ever fast."
I had spent a few hundred hours in a Cessna 172 when I was building and it lands so slow. He walked me through the first few landings and then he said I did all the rest myself. I wasn't quite sure of that but I felt confident with him sitting there. This session lasted one and a half hours and to this day, I am so thankful.
When I thought my plane was almost ready, I had a series of oil leaks that set me back. I would fix one leak and another one would appear. When all of these leaks were just about taken care of, the oil cooler a friend had given me, blew. What a mess! I had had that cooler tested for 100 pounds before I installed it.
Approach is 90 knots and that is how he flies it in. It did not seem that fast until we got over the numbers and I thought, "Boy, is this ever fast."
I had spent a few hundred hours in a Cessna 172 when I was building and it lands so slow. He walked me through the first few landings and then he said I did all the rest myself. I wasn't quite sure of that but I felt confident with him sitting there. This session lasted one and a half hours and to this day, I am so thankful.
When I thought my plane was almost ready, I had a series of oil leaks that set me back. I would fix one leak and another one would appear. When all of these leaks were just about taken care of, the oil cooler a friend had given me, blew. What a mess! I had had that cooler tested for 100 pounds before I installed it.
I also had a fuel smell that I could not find. I pulled everything out of the plane at least four times - I went over every fitting and it did not show up for weeks. I finally found the culprit one day when I drained some fuel out of the right wing tank through the gascolator. It seems it would not weep unless the fuel was running. I inspected that fitting in the wing root a dozen times and it was not wet and did not smell. Another problem was the Wittman tailwheel. The hangar that I was in had a Fouga Jet with long wings. Every time the jet went out, my plane and two others had to be moved. Whoever, and whenever they moved my plane, tried to force the tailwheel around like a full 0 tailwheel but to no avail. All they did was bend the vertical steering bracket. After this problem went on for awhile, I put on a small full swiveling tailwheel and I am glad I did. It works great.
I knew nothing about a Lycoming O320 but now I know a lot, but not everything. All kinds of problems had to be corrected to make it work properly. It went on and on. Here is a partial list: fixed starter, altimeter, VS indicator, seal and gasket in accessory drive for vacuum pump, put in new carburetor, new mixture control cable, fixed static system leaks, transponder, added new EGT/cylinder gauge, tested oil probe, changed oil cooler, changed flange for oil cooler, moved horizontal stabilizer holes, worked on magneto wires/rebuilt right magneto, fixed cracked exhaust, put in new battery cable, tailwheel and rod, aligned radio nav and fixed radio volume controls, added check valves in fuel system and on it went.
I knew nothing about a Lycoming O320 but now I know a lot, but not everything. All kinds of problems had to be corrected to make it work properly. It went on and on. Here is a partial list: fixed starter, altimeter, VS indicator, seal and gasket in accessory drive for vacuum pump, put in new carburetor, new mixture control cable, fixed static system leaks, transponder, added new EGT/cylinder gauge, tested oil probe, changed oil cooler, changed flange for oil cooler, moved horizontal stabilizer holes, worked on magneto wires/rebuilt right magneto, fixed cracked exhaust, put in new battery cable, tailwheel and rod, aligned radio nav and fixed radio volume controls, added check valves in fuel system and on it went.
Eventually, it was time to fly, I thought. Every time I taxied to the runway to take off, the engine ran hot and was missing so badly I had to return to the hangar. Since the engine was rebuilt, the oil was bypassing the rings and fouling the plugs. To solve this problem, I had to do static run ups at a high power setting, to help seat the rings. All this took place at 90 to 100 degrees. Boy was it hot out, but that is the way it is in the desert. All this time the engine was loading up, I had accomplished two land backs.
The plane took off to 5 or 10 feet above the runway and I let it settle back down and run out. It showed no bad habits and tracked true, so I was happy about that.
At this point I would like to mention that there is not a test pilot in the world who does not do land backs. It is one of the basics of test flying a new plane, This is when you find out if your new plane has any bad habits at a reduced speed. Better to find out now than at full bore and at 100 feet or more.
A chap on my home field had his controls rigged wrong. He was lucky he made it around the circuit without becoming a statistic. There have been many a new plane that has climbed to around 100 feet and slowly rolled over onto the ground because something was not right. If you cannot do land backs from a reduced speed, you're not qualified to go flying.
The plane took off to 5 or 10 feet above the runway and I let it settle back down and run out. It showed no bad habits and tracked true, so I was happy about that.
At this point I would like to mention that there is not a test pilot in the world who does not do land backs. It is one of the basics of test flying a new plane, This is when you find out if your new plane has any bad habits at a reduced speed. Better to find out now than at full bore and at 100 feet or more.
A chap on my home field had his controls rigged wrong. He was lucky he made it around the circuit without becoming a statistic. There have been many a new plane that has climbed to around 100 feet and slowly rolled over onto the ground because something was not right. If you cannot do land backs from a reduced speed, you're not qualified to go flying.
With all these things needing to be fixed, it was frustrating. They popped up one after another.
Pat said to me one day, "Earl, this will all be behind you soon and everything will be working; no more snags; all you will have to do is go flying." I was not sure about that when he said it but it is the way everything turned out.
Pat came one Saturday morning to my hangar and asked if it was ready. I had been mulling about for the last day or two, trying to find something to fix but it seemed there was nothing left to do. I said, "I guess so."
He said, "Let's do it!"
After doing a thorough check, Pat taxied the little Tailwind to the end of a long runway at Chino. I was well down the runway waiting for the big event. It did not happen.
Pat said to me one day, "Earl, this will all be behind you soon and everything will be working; no more snags; all you will have to do is go flying." I was not sure about that when he said it but it is the way everything turned out.
Pat came one Saturday morning to my hangar and asked if it was ready. I had been mulling about for the last day or two, trying to find something to fix but it seemed there was nothing left to do. I said, "I guess so."
He said, "Let's do it!"
After doing a thorough check, Pat taxied the little Tailwind to the end of a long runway at Chino. I was well down the runway waiting for the big event. It did not happen.
Pat put the power to it and raced down the runway, it came off a bit and then he aborted. He taxied back to the ramp, shut down and climbed out. I was disappointed but not surprised. Pat said that the engine surged a few times as he was ready to lift off so he thought better of it. He said it is better not to fly till we find out about the surging.
Pat left and I was to solve the problem for the next day. He would return early Sunday morning when it was cool and he would try it again.
I went to visit Tom King, who has a banner towing business on Chino Airport. He has Lycoming engines in his planes so he knows all the problems you can run into. When I told Tom about the surging, he thought for a minute, then said that the flap in my carb heat box was flapping around and causing a rich then lean mixture of air. He said fix that and you will not have surging again.
I went back to my plane and sure enough, the carb heat button was out about halfway. It must have worked its way out on run up so I will have to make it stay in.
Pat left and I was to solve the problem for the next day. He would return early Sunday morning when it was cool and he would try it again.
I went to visit Tom King, who has a banner towing business on Chino Airport. He has Lycoming engines in his planes so he knows all the problems you can run into. When I told Tom about the surging, he thought for a minute, then said that the flap in my carb heat box was flapping around and causing a rich then lean mixture of air. He said fix that and you will not have surging again.
I went back to my plane and sure enough, the carb heat button was out about halfway. It must have worked its way out on run up so I will have to make it stay in.
Sunday morning Pat arrives and I filled him in on what Tom said. He said that made sense to him - "Let's try again."
Back to the end of the runway where Pat did a run up and I was in my position down the runway. He said he would make sure the carb heat button was in and stayed in on roll out. He put the power to it. It came down the runway and lifted off into a nice climb. I was standing there holding by breath all this time when a chap rode over on his bike and said, "That's beautiful. I guess it is something to see, the first flight of your plane." It seems a lot of people on the airport witnessed the Tailwind's first flight from afar. They had been keeping track of all my problems trying to get it in the air and over the next few weeks, one by one, they came over to the hangar to congratulate me.
Pat stayed close to the airport and zoomed back and forth just above the traffic pattern. Eventually he came in for a landing, on the fast side, but it was a pretty landing and a long rollout.
The flight was about one hour, just right for a first flight.
Back to the end of the runway where Pat did a run up and I was in my position down the runway. He said he would make sure the carb heat button was in and stayed in on roll out. He put the power to it. It came down the runway and lifted off into a nice climb. I was standing there holding by breath all this time when a chap rode over on his bike and said, "That's beautiful. I guess it is something to see, the first flight of your plane." It seems a lot of people on the airport witnessed the Tailwind's first flight from afar. They had been keeping track of all my problems trying to get it in the air and over the next few weeks, one by one, they came over to the hangar to congratulate me.
Pat stayed close to the airport and zoomed back and forth just above the traffic pattern. Eventually he came in for a landing, on the fast side, but it was a pretty landing and a long rollout.
The flight was about one hour, just right for a first flight.
When Pat stepped out of the plane in front of my hangar, he said. "It flies just like any other Tailwind, only better; I think you have a winner here."
It would be three weeks before Pat and I could get together again, but I was quite content all this time knowing my Tailwind had flown and had no bad habits or really any rigging problems. He said it flew and landed straight, but also the landing gear did not wobble and to this day it has not wobbled once. What a bonus!
Pat came on a Saturday morning, early, and with him at the controls and me as an observer/passenger, we took off and stayed just south of the airport. Pat gingerly explored the Tailwind's envelope and found nothing that would surprise a pilot with a little time on the plane. We broke for lunch and then went flying again doing the same as in the morning, only with me at the controls, putting the Tailwind through its paces.
It being my first time at the controls, it was awesome - Pat said that I said that quite a few times in our hour flight.
It would be three weeks before Pat and I could get together again, but I was quite content all this time knowing my Tailwind had flown and had no bad habits or really any rigging problems. He said it flew and landed straight, but also the landing gear did not wobble and to this day it has not wobbled once. What a bonus!
Pat came on a Saturday morning, early, and with him at the controls and me as an observer/passenger, we took off and stayed just south of the airport. Pat gingerly explored the Tailwind's envelope and found nothing that would surprise a pilot with a little time on the plane. We broke for lunch and then went flying again doing the same as in the morning, only with me at the controls, putting the Tailwind through its paces.
It being my first time at the controls, it was awesome - Pat said that I said that quite a few times in our hour flight.
The next day was Sunday so Pat returned and we went flying again in the new Tailwind. For one and a half hours, we did landings and at the end of that time we both figured I had it down pat. NOT SO! On Wednesday, I went flying for just over two hours to get a feel for the plane and put some time on it. While coming in for the landing, I forgot everything Pat had told me. Namely to keep the speed up, where to flare and gingerly hold it off just above the runway. I let the speed get a little too low, was too high, and had a little too much nose up attitude. Guess what? It came down on the tail and bent the tail wheel rod. I know one thing, I won't do that again.
Two days later, I was at it again, not doing very good landings. There was something I was not doing right. It was not coming to me, the way it should. I have owned tail draggers before and have many hours in them with no problem but this little guy is different.
Two days later, I was at it again, not doing very good landings. There was something I was not doing right. It was not coming to me, the way it should. I have owned tail draggers before and have many hours in them with no problem but this little guy is different.
One of the problems I figured out was the width of the runway at Chino. 26L, the one I was using, was so wide, 150 ft, and all the same color, grey, that there seemed to be no depth perception. After rounding out I could not tell how far above the runway I was and if I was a little high when the wing stopped flying, it would just drop in, kerbang, and another embarrassment. Fortunately, 26L is a long way from the tower so they could not actually see the drama that was taking place. Kerbang, screech, kerbang, screech.
Next day I went out flying again. My routine was to go to the practice area, out over the desert, down by French Valley and do some air work, for around two hours, then come back and see if I could land it. Kerbang! So I called Pat.
The next day was Sunday so he showed up bright and early, eager to help me out. I felt a little spastic, not being able to do a good landing on my own.
Next day I went out flying again. My routine was to go to the practice area, out over the desert, down by French Valley and do some air work, for around two hours, then come back and see if I could land it. Kerbang! So I called Pat.
The next day was Sunday so he showed up bright and early, eager to help me out. I felt a little spastic, not being able to do a good landing on my own.
The problem, I thought I had, was the attitude of the plane after I flared. A touch too much nose up and it climbed without my noticing it because there was no reference to the ground. When I told Pat this, he said that we would flare over the end of the runway where we would have a reference. First time coming in for a landing he said to aim at the dirt before the runway starts. The idea was to flare before the end of the runway so I could be just a couple of feet above the numbers and have a good reference to the ground. This worked perfectly.
The next step was the hold off attitude. This is where I would get the stick back a little and the next thing I knew I would be up again defeating the perfect flare. After the flare, he would say, "Keep the nose level". To me and my Cessna flying, the attitude was not quite right. I felt the nose should be up a bit, but when you're in a Cessna, you're not landing at 80 knots.
I did one hour and twenty minutes of landing with Pat patiently walking me through each one.
The next step was the hold off attitude. This is where I would get the stick back a little and the next thing I knew I would be up again defeating the perfect flare. After the flare, he would say, "Keep the nose level". To me and my Cessna flying, the attitude was not quite right. I felt the nose should be up a bit, but when you're in a Cessna, you're not landing at 80 knots.
I did one hour and twenty minutes of landing with Pat patiently walking me through each one.
After lunch, Pat went off to fly his Boredom Fighter and I went flying, trying not to forget how to land the squirrelly little thing. This day, in total, I did 3.5 hours of time in the Tailwind and was getting used to it. I also did a couple of good landings by myself. Pat was slowly rubbing off on me.
One of the things I need to do for my Canadian Flight Permit is a climb test at full gross. The next weekend Pat came by and we loaded up to full gross, 1,620 pounds. The test consists of measuring how far you can climb in three minutes at gross. The Tailwind did 3,000 feet so we did only one test.
The next day when I was flying, the exhaust cracked again - getting to be a habit.
I had been racking up the hours and the climb test was all I needed to file for the final Flight Permit and it came finally. The following day, I went out and did one hour of landings and I was proud of myself. I was now convinced I was not going to wreck my plane, that I could make OK landings - I was confident.
Now that I had the Flight Permit and I could land the Tailwind, it was time to plan my trip to Canada.
One of the things I need to do for my Canadian Flight Permit is a climb test at full gross. The next weekend Pat came by and we loaded up to full gross, 1,620 pounds. The test consists of measuring how far you can climb in three minutes at gross. The Tailwind did 3,000 feet so we did only one test.
The next day when I was flying, the exhaust cracked again - getting to be a habit.
I had been racking up the hours and the climb test was all I needed to file for the final Flight Permit and it came finally. The following day, I went out and did one hour of landings and I was proud of myself. I was now convinced I was not going to wreck my plane, that I could make OK landings - I was confident.
Now that I had the Flight Permit and I could land the Tailwind, it was time to plan my trip to Canada.
But before I left, I had to take a special friend for a ride.
Skip McConnell was the President of EAA Chapter 7 in Long Beach. I was the Newsletter Editor for two years. He was my original Tech councillor who came to inspect my work and made out a report that I needed for my Canadian registration.
Skip was one of the people who got laid off when Boeing took over MacDonnell Douglas. I had phoned him one day and asked him what he was doing. He said he was thinking about going fishing. I said that when he tired of fishing how about coming over to help me wire my plane. Next day he showed up and he kept returning until the plane was completely wired. It saved me months of work and I am thankful for that - and his wonderful workmanship. So Skip was my first passenger and he was impressed. At this point there were just a few details to take care of and I would be leaving in five days.
For good!
Earl Trimble
Skip McConnell was the President of EAA Chapter 7 in Long Beach. I was the Newsletter Editor for two years. He was my original Tech councillor who came to inspect my work and made out a report that I needed for my Canadian registration.
Skip was one of the people who got laid off when Boeing took over MacDonnell Douglas. I had phoned him one day and asked him what he was doing. He said he was thinking about going fishing. I said that when he tired of fishing how about coming over to help me wire my plane. Next day he showed up and he kept returning until the plane was completely wired. It saved me months of work and I am thankful for that - and his wonderful workmanship. So Skip was my first passenger and he was impressed. At this point there were just a few details to take care of and I would be leaving in five days.
For good!
Earl Trimble
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Home - SoCal Wind - Fuselage - Wing - Seat - The Building of my Tailwind
The Building of my Tailwind Continued - The Initial Flying - Journey Home
Metal Wing? - Wood Wing?