|
|
This begins the fifth year (hard to believe) of distributing this newsletter via “snail mail” to a limited number of people, all current or past Cirrus owners, or people who represent the “old glider” community. And it’s been very generously supported by several individuals who have contributed all the costs of mailing, and I’ve borne all the costs of printing. Of the many contributors to this Association, Jim Spelman (Cirrus No. 81) deserves special mention here, since his contributions have made much of the publication and distribution possible! But times change. In just more than a year, the Association’s scope has exploded with the advent of our website, and we now regularly communicate with Cirrus lovers all over the world. Overseas postage for everyone is out of the question for a group such as this, and I believe that if we try to “charge” dues or some such, we’ll lose the current breadth of exposure which is so valuable to a project such as this one. So, with this issue, we will terminate the distribution of hard copy newsletters except for those who specifically request it! The newsletter will continue to be “published”, but electronically (posted to the Cirrus website). That will cut cost, and we can then easily afford to send hard copy to those few people who, for various reasons, need to get it, anywhere in the world. (Note, however, that the newsletter – as the website – will continue only in English for the time being! I’m working on a strategy to publish it in German and maybe one other language, but that’s in the future.) Also, we’re still working on a CD-ROM version that I’d hoped to have ready in January (but it’s not going to happen that soon) that would “fix” a major portion of the research that’s accumulated into an easily indexed and searchable format. So: If YOU need to continue to get the newsletter via snail mail, you must notify me now. Otherwise, look for notices on rec.aviation.soaring for the publication dates of future newsletters on the web. Meet in Albuquerque?? If you’re going to be at the Soaring Society of America convention, March 16 – 18, in Albuquerque, think about getting together for a breakfast or lunch sometime during the convention. We’ve done that now three times, and had a lot of fun chatting about Cirrus lore! I haven’t seen the detailed schedule yet, so it’s not possible to set a time or date until we can check out the possible conflicts with other luncheons or breakfasts. Watch for a notice on the SSA’s Message Board in the registration area of the convention! We’re an “authority” group, now guys!! J In the last newsletter was the report of Gary Nelson’s accident of June 19, 1999 that involved the drogue chute not releasing. Sometime later, I got a call from an investigator from the NTSB, and we chatted for some time about Cirruses in general and their chutes in particular. (BTW, the inspector was actually a pilot – owned two Globe Swifts, so I decided he couldn’t be all bad! J ) Anyhow, much later, I was surprised to read the NTSB Final Report which can be read on the internet at http://www.ntsb.gov/Aviation/CHI/lnarr_99A189.htm The report includes a reasonable summary of my memory of the conversation, but I’ll admit I was not expecting such comments to be captured in a “Final Report” of the NTSB! But true to my word, what follows is more information that may be useful to Cirrus drivers regarding the use of the drogue chute. First off, Burt Compton wrote some instructive commentary on the use of chutes in the last newsletter which merits re-reading. Second, I've noticed how easy it would be to confuse the trim knob and the chute deploy/jettison knob, especially with the information load was high. They’re right next to each other, and although they’re very different in shape, I suspect many people (like me) can’t even SEE the knobs under normal circumstances but are using them by feel. Admittedly, this is pure speculation, but if thinking about it makes it harder for someone to make such an error, it’s worth stating anyhow. As to the manual discussion of chutes, if anyone needs a copy of the section in the Cirrus manual that deals with chutes, let me know and I’ll send you a copy. Also, given the record for incidents or accidents involving drogue chutes, it makes sense for Cirrus pilots to at least practice the deployment (and jettisoning) of the chute in VERY carefully controlled circumstances – i.e., such that it would be impossible to screw up if it (a) didn’t deploy or (b) didn’t jettison. Might even want to do it several times to make certain you know how it feels (and to make the proper motions to deploy and jettison more practiced and automatic) and to make certain that the system is working. Finally, absent any real emergency that dictates otherwise, it appears to be prudent to plan your landings so that a safe landing can be made in the event of either type failure. In past newsletters, we’ve heard about several problems with Tost releases. There was a recent thread on rec.aviation.soaring that included references to TWO Cirruses that had had such problems – one was mine (a dent and crack in the outer ring) and one was No. 23, when Frank Whitley owned it. Frank writes: “. . .mine did fail to release on aerotow once, until the twentieth or so pull. It was 1) clean 2) in apparently good condition and 3) many years old. It had about 600 total launches, 98% aerotow. It was a CG/aerotow release on an Open Cirrus. Following removal, the only discernable problem noted was a slight <1mm asymmetrical lateral movement in the hook, no corrosion or broken springs. It appears that the Tost release is another one of those components that should bear careful and regular scrutiny on our aging birds!! Parts for Cirruses We’ve added a page to the website listing parts that owners have, either for sale or “available” in the event that another owner has an urgent need for them. Can also post machines for sale there. If you have either a plane or any parts, let me know and I’ll post them there. Mailbag Subject: Cirrus Information - History
I just found your web site and in reading the history of some ships I found the ship I "briefly " owned and unfortunately sold. # 105 N77CN I bought in 1989 and had to sell a few months later due to my being transferred to the Middle East which ended up being for 8 years. I hated to part with it as it had very low hours on the ship and was in great condition. I lived in Chadd's Ford , Penn however not Delaware. The new owner took delivery from me and promptly had a automobile accident within a few miles after leaving. I don't know if the glider received any damage but I believe the trailer did. He probably didn't have any experience towing such a long trailer. I assume he was disappointed after the accident and that might be the reason he sold so soon. I would be interested in purchasing another one if a good ship becomes available. J. R. (Rod) McIntire....now in Provo, Utah at rrmcintire@enol.com Subject: Cirrus No. 21
No.21, registration CEA (Charlie Echo Alpha), BGA No. 1473, is a 18.8M
Open Cirrus. She was at one time owned by the RAF (the military markings
are still just visible under the finish). During the 1970's she was owned
by Ralph Jones of Southern Sailplanes Ltd who flew her competitively (probably
at national level) and who extended the wingspan from 17.8 to 18.8M. (Note:
there are at least two other Cirruses with extended wings, No. 4 and No.
23, q.v.) Once he sold her she came up to the Long Mynd, home of
the Midland Gliding Club (http://www.longmynd.com/), where she has remained
ever since. Currently she has approximately 3000 hours and 2500
We believe she was the Open Cirrus which which was part of the Empire Test Pilots School at RAF Boscombe Down in Wiltshire. Certainly we have heard from a number of sources that as part of the Test Pilots Course students were given a check flight in a T31 (Sedburgh) and then sent solo on an Open Cirrus! Apparently the landings were often 'interesting'. She was certainly owned at one point by the RAFGSA ( RAF gliding association) who we believe were the ones who broke the tail in a landing accident. We believe again it was Ralph Jones who repaired her. We also believe that at one point she was owned by ranfield Institute (now University), who test flew her to establish the true glide angle of 1in 42 (in 18.8M configuration). From this data we believe they wrote a report proving that beyond 18.8M wing span there was no added advantage in any extra span! We are not sure what happened to the report! Subject: Open Cirrus 38
It was a great pleasure today to come across such a good web site dedicated to the Open Cirrus. I have been part owner of Open Cirrus 38 (BGA 1506 call sign CFK) since 1987. My partners are father and son - Charles and Mike Webb. Charles' first glider flight was a solo in 1943 and he is still flying solo and cross-country at the age of 75. We bought the Cirrus after it had been rebuilt following an accident in the mid-70's and then lying broken in a workshop for several years. It has one replacement VTC wing – several pounds heavier than the SH wing. This is hardly apparent in flight and at least you know which one will go down at the end of the landing run! CFK glides and soars as well as ever - it has carried this very average pilot round thirteen 300Km flights and one 500km - all in our indifferent English weather. It also flies well in wave - Sleap being 15 miles from the 3000' Welsh hills. It has carried me above 10,000' on over twenty flights. I haven't checked with Charles who keeps the log book, but CFK has probably flown around 1800 hours in the last 12 years - very much more than it flew in its first life before the accident. Subject: Re: Open Cirrus 38
The Final Glide - In Cirrus #38, call sign CFK, 5th August 1989. It is 5.30pm. I am still 50 km from Sleap on the last part of a 312km out and return flight to Swindon, and the sky ahead looks dead. Up until now it has been a good day - an exceptional day, with interest and excitement enough to give contrast to the natural beauty of soaring flight. I have survived a low scrape over the Severn at Tewksbury, soared high over the Cotswolds in the blue, and dolphined most of the way back from the turning point, pausing only briefly in irresistably strong thermals at Cirencester and Cheltenham. England has been at her most beautiful. The distant silver curves of the Severn estuary and the drama of the Malverns are fresh and vital images. Besides such delights it is a small disappointment and worry that the flight now seems likely to end in a difficult landing among the small fields of the Wenlock Edge country. I fly towards a last, dull, weak looking cumulus sitting forlornly beneath the gathering overcast near Cleobury Mortimer and find gentle but steady lift to cloud base. Normally I avoid cloud flying but now I venture up another hundred feet or so before the lift fades and I set course for Sleap. The sky to the North looks dark and forbidding, but home and better fields lie in that direction, so I fly on at best glide speed. Passing Brown Clee Hill at 4000' I check the distance and am surprised
to find that Sleap is within gliding range - just! I don't believe it.
Through the murk ahead I can't even see Shrewsbury - let alone the airfield
several miles beyond. However there is nothing to lose. Along the wings
only a few insects spoil the smooth profile - perhaps a 20 year old Cirrus
can still achieve the magic 40:1 needed to return home.
Over Wenlock Edge there is a gentle pause in the downward drift. I hope it is thermal and not ridge lift - which would imply an unexpected headwind. A couple of cautious circles gain fifty feet but nothing more. Back on course again, Shrewsbury appears and slides slowly closer. Dare I fly across? At 1500' it seems safe enough and there is always the chance of an urban thermal to help me on my way. Unfortunately the dead air extends over the town. Down to 1100' and seven miles to go. The airfield is a faint smudge in the gloom. There is nothing to do but watch as it takes form, expands and crawls tantalizingly closer. This is the longest approach I have flown, more time than ever before to observe the aiming point which does not begin to slip beneath the nose nor, thank heaven, to slide up out of reach. It looks as though the calculator was right - as was the less reliable but simple advice of a former Cirrus owner, "If you can see it, you can reach it!" 700' and four miles to run. I call the tower, "Glider Charlie Foxtrot Kilo approaching low from the South - permission for a straight in approach to zero one." Permission is given. I abandon any last thoughts of a late field landing but feel a brief panic as the trees on Harmer Hill pass uncomfortably close beneath my wing. I cannot remember how much higher the ground is here. Looking ahead, the approach remains good but time seems to stand still. On the radio I hear the tug ask permission to back-track down zero-one. The tower checks my position and asks him to hold. At last the tension is over. I cross the last cow scattered field at 150' and lower the wheel. Only a touch of airbrake is needed as the Cirrus floats over the boundary fence. Much later I re-read a passage from Philip Wills' "On Being a Bird": "A perfect goal flight is achieved when you just reach your goal with a few hundred feet to spare after a long glide at maximum-range speed from the top of the very last thermal of the day. This is the experience of a life time - I have only achieved it once." I feel privileged to know what he meant!
Subject: No. 42
As you are aware, the Open Cirrus No. 42 was a club ship at York Soaring
when I originally joined the club. Since I had always been interested
in owning a Cirrus, I clearly was overjoyed at the prospect of buying the
open class version of the cirrus. My purchase of CGJIR from
the club allowed York Soaring to replace it with a single grob
astir CGBIG.
Upon acquiring CGJIR, I set about the quest of trying to attain the Diamond distance (500 km). I have made many attempts to complete this in southern Ontario.. To date my efforts have provided me with the associated good fortune meeting farmers' daughters. I have also taken CGJIR away from the club many times. I have flown it in Pennsylvania and participated at the Cowley Camp in southern alberta. As with anything, things that are owned usually are cared for better
than things that are rented. CGJIR although sound structurally needed
some tender loving care
Prior to my acquiring CGJIR the spoilers were at some point extended beyond there design limit. In doing so the spoiler pivot behind the seat was pushed through the fiber glass wall that is the travel stop. This caused the push rods to be bend slightly. Consequently the spoilers would open slightly different amounts, requiring a minor yaw correction during landing. When Chris Eaves of London Ontario did the airworthiness directive for the spoilers, he corrected this by straightening the spoiler push rods. Furthermore he installed a metal plate, positioned back of the pivot plate on the wall that ensures that the spoilers cannot go past the correct distance again. When I acquired CGJIR the surface would come off milky when wet and wiped. This was not substancial but noticable. When I was in Pennsylvannia I got to know Paul Weeden. When he replaced the tow release, front and back tires etc, he checked out an area of the elevetor that was particularly prone to this. Fortunately he found that under the loose material was the original gel coat and that was in excellent condition. Upon becoming aware of this I went through some of the records I had on the aircraft and I surmise that at some point the aircraft had been painted. Obviously the milky stuff was oxidizing paint. In order to repair this I decided to take CGJIR out west to Claresholm Alberta to Jerry Vessely. Jerry was canada's best aircraft mechanic for working on fiberglass. I knew Jerry well as he was a gliding collegue and he was the Aircraft mechanic who I took care of my Skylark 2B while I lived in Alberta. Since I have two single place gliders that I own outright ( the Skylark 2B and the Open Cirrus), I felt there was no need to pressure Jerry to rush the work on CGJIR, So I left it with the understanding that he would work on it whenever he had time. This offered both of us a benefit, first it allowed Jerry to put his attention on his local customers when they were hyper, and secondly provided me with the confidence that when Jerry was working on the Cirrus it got the attention it deserved. Jerry completed work on the fusalage in the summer of 1997. He did a beautiful job of repairing any scratches or damaged components. He replaced the forward canopy, since he felt as I did that the best time to change the forward canopy was before it was repainted. Jerry also cleaned up the cockpit. Finally he did a beautiful job of painting the entire fuselage inside and out. The fusalage looks spectacular. While CGJIR was in Claresholm, Jerry Vessely graciously accepted my offer for him to use the aircraft. I am pleased to mention that the log book records that Jerry Vessely enjoyed many excellent flights in CGJIR while it was there. Soon after Jerry completed the fusalage he was diagnosed with cancer. For obvious reasons he was not comfortable taking on the job of doing the wings, so we agreed to wait and see. Unfortunately we lost Jerry last Christmas. This past summer I returned to Claresholm to pick up CGJIR. Peter (Jerry's eldest son) and Dana (his wife) were very helpful in assisting me in getting everything ready for the trip. It was lovely to visit with them again. The trip back was not without event. The original factory trailer (which previously had been damaged by being backed into a wall) fractured again in Drummheller Alberta at the stress points from the original accident. Fortunately nothing happened to the glider. I had to limp to Saskatchewan to my Uncle Roy Crawford's Farm in Saskatchewan. Jack Hay just happens to be neighbour of my Uncle Roy. Without Jack Hay's help in repairing the factory trailer (properly this time) I do not think I would have made it home to Ontario. As one could say, it is a small world. Keith Hay ,the glider pilot from Calgary ( who is the fellow who let you know that CGJIR was in Claresholm) is from around Bradwell Saskatchewan. His father is our neighbour Jack Hay. I have had the opportunity to fly CGJIR since it's return to York Soaring. As I am sure you are aware it is a joy to fly such a graceful sailplane. I am also looking forward to re-embarking on the quest for the 500 km distance in CGJIR during the upcoming season. Subject: Open Cirrus "BJ"
Just read the information about N183BJ. [No. 15, now C-GGHV] I bought the aircraft from James D. Martin. My name is David V. Martin and my partner was William J. Mouton. I am not kin to James D. Martin that I know of, but interestingly he had the same name as my grandfather. He was at the US Air Force Academy in Colorado Springs when I went to inspect and purchase the ship. We put it together, for my inspection, in about 6" of snow and about 20 degrees. I lived in LaPlace, Louisiana at the time we owned the aircraft. We flew it from Stennis International Airport in Bay St. Louis, MS. This was the first sailplane that I owned, and I had a wonderful time flying it. When I was transferred by my business, we elected for me to take it to Maryland, my new home, as we thought that we would have a better market for selling the craft. We were correct and sold it shortly after moving to Mr. Kappl, the current owner. Interestingly, I believe the aircraft is again for sale. It was my understanding from Jim Martin, that "Big John" Brittingham was indeed the former owner and flew it in the Nationals at Marfa. Hope this adds a bit to the history of this fine aircraft.
A Cirrus Changes Hands Just in – Cirrus No. 15, C-GGHV, has been sold to Roy E. Eichendorf
at BOX 371, Hepburn, Saskatchewan S0K 1Z0 Canada. I don’t have
an e-mail address for Roy.
|