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Author Topic: It Must Be Jelly.....
Prop Wash
Member # 381

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A rather unusual title for a topic concerning aviation, but don’t blame me, blame Glen Miller. He’s the fella who thought of it.

It must have been 1960, or there-about. Although the simulators were available and in use for 707 training, the actual planes were utilized for initial qualifying and instrument checks on TWA’s and Delta’s interchange Prop-driven equipment. Of this, every pilot, crew-member, & airline employee is well aware. (We’ll just consider the above comments to be a little “back ground music” for passengers/visitors who also enjoy Captain Jack’s message board.)

Constellation Instructor looks at the guy in the left seat and says: “We’ve got a little time left. Is there anything else you would like to do?”

Guy in left seat: “Yes, Sir.”

Instructor: “What is it?”

Guy in left seat: “I’d like to go back in the tail of this thing and observe just what it would be like while you do a full stall.”.......NOTE: We all know that (practice) stall procedures have changed in recent years.

Instructor: Smiled and granted permission.

Conclusion: The empennage shuddered and groaned as if in pain. Observing the effects of a stall on this portion of the aircraft rather than the rather mild sensation (of practice stalls) from the cockpit was most interesting.

What a perfect combination of Beauty and Strength. These modern day “Twerkers” could learn a lot watching a very slow-flying Connie.

“It Must Be Jelly Cause Jam Don’t Shake Like That.” [Big Grin]

[ 06-19-2015, 16:00: Message edited by: extwacaptain ]

Posts: 1157 | From: Encino, Ca. U.S.A.  |  IP: Logged
Capn Eddie Ricketyback
Post Captain
Member # 3010

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Those of us who experienced the Connie have our own memories of the beast. Some of mine from my short tenure as an unwilling Flight Engineer are:
The Aux Vent Exit
The Ignition Analyzer, especially the double-shorted secondary.
The oil spots on my white uniform shirts (When I upgraded to F/0 I celebrated by buying all new shirts).
Being happy about crossfeeding fuel without shutting down three engines.
Being happy about flying a flight from MKC-STL-BNA-ATL-BNA-STL without shutting down an engine.
Otherwise, it was great fun!

Sorry, but I'm afraid I'm going to have to commit poetry (lame as it may be):

A marvelous bird was the Constellation.
When it came into service it was a sensation.
It flew coast to coast
With more style than most
Until the jets came along and replaced 'em.

[ 06-21-2015, 09:29: Message edited by: Capn Eddie Ricketyback ]

Posts: 328 | From: South Carolina  |  IP: Logged
Prop Wash
Member # 381

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[QUOTE]Originally posted by Capn Eddie Ricketyback:
The oil spots on my white uniform shirts (When I upgraded to F/0 I celebrated by buying all new shirts).

The “N” number was 2861G. Sally bought that thing for me many years ago out of appreciation for my not spending days off at the race track and/or golf course. Since it came in a two-seat model it provided much pleasure for us both until we became fully aware of its drinking problem. (Not the gas, but the OIL!!!)

That AT-6 should not have been allowed out of sight of an oil well and the two items should have been sold together as one.

Your story about the “oil spotted” uniform shirts could very well have solved 61G’s one gallon an hour habit........You could have left them in my airport mail box after your flight....for no charge, I’d have “wrung out” the oil, dumped it into “Jessie” and together we could have saved the Air Force a few bucks.

It has been said that engines seem to run smoothest just before they quit. That one did.

Once upon a time, 42 years and one week ago (June 15, 1973), you may not believe this, but that same airplane changed its own oil automatically. Yep, that’s what the records would seem to indicate.

It left VNY At 05:40 for LAS (N). Time enroute 1 hr. 40 min. Three searches were then flown. (one for 2 hrs. 30 min...the second for 2 hrs. 45 min. and the third for 2 hrs. 45 min. before returning to VNY at 19:40 after another 1 hr. and 30 min. flying.)

Specs. for that airplane indicate an approx. 10 gallon oil tank. After each sortie, (they really “dig” that military language in California Civil Air Patrol) the usual almost 3 gallons of oil was added. Total flying time for the day was (check me on this) 11 hours and 10 minutes.......(We had a multiple crew.)
A gallon an hour was accurate enough to keep the aircraft log.

Therefor, if the tank holds ten and that amount is added over every ten hours....”VOILA” An automated oil change system.

Remember when the service station attendant would ask: “Would you like me to clean that windshield?”

[ 06-22-2015, 16:05: Message edited by: extwacaptain ]

Posts: 1157 | From: Encino, Ca. U.S.A.  |  IP: Logged

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