Fairchild Club Forum

'I scanned the pertinent pages , send me your email address and I will send it to you. Jim  

On Monday, March 20, 2017 11:40 PM, "Woodward Tom buhwana@charter.net [fairchildclub]" wrote:


  I have been asked to check someone out in a Fairchild 24. His insurance wanted someone with Fairchild experience. I used to own a PT19 and I guess that was good enough for the insurance company but I’ve never flown the 24 (Ranger engine).
Does anyone have a scanned POH that I could take a look at before I go fly or are there any recommendations what NOT to do? I understand the fuel system is two valves and both should not be opened at the same time or closed for that matter?
Any other tips or hints?
Tom Woodward
Granbury, Texas #ygrps-yiv-891296630 #ygrps-yiv-891296630yiv4781572547 #ygrps-yiv-891296630yiv4781572547 -- #ygrps-yiv-891296630yiv4781572547ygrp-mkp { border:1px solid #d8d8d8;font-family:Arial;margin:10px 0;padding:0 10px;} #ygrps-yiv-891296630 #ygrps-yiv-891296630yiv4781572547 #ygrps-yiv-891296630yiv4781572547ygrp-mkp hr { border:1px solid #d8d8d8;} #ygrps-yiv-891296630 #ygrps-yiv-891296630yiv4781572547 #ygrps-yiv-891296630yiv4781572547ygrp-mkp #ygrps-yiv-891296630yiv4781572547hd { color:#628c2a;font-size:85%;font-weight:700;line-height:122%;margin:10px 0;} #ygrps-yiv-891296630 #ygrps-yiv-891296630yiv4781572547 #ygrps-yiv-891296630yiv4781572547ygrp-mkp #ygrps-yiv-891296630yiv4781572547ads { margin-bottom:10px;} #ygrps-yiv-891296630 #ygrps-yiv-891296630yiv4781572547 #ygrps-yiv-891296630yiv4781572547ygrp-mkp .ygrps-yiv-891296630yiv4781572547ad { padding:0 0;} #ygrps-yiv-891296630 #ygrps-yiv-891296630yiv4781572547 #ygrps-yiv-891296630yiv4781572547ygrp-mkp 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'

' Woops, my message was addressed to Jim Higham, which is wrong, as he obviously already has the UC-61 manual, and besides it looks like yahoo rejected it as the attached .pdf of the manual was too large.  Should have gone to Tom Woodward.  Anyway, Tom, send me an address and I’ll send the .pdf of the whole UC-61 – UC-61A manual from ‘43 revised in ‘44, if you need it.  UC-61 and UC-61A are only Warner powered, but most of the manual works for the Ranger powered one’s too, if used just for a basic checkout of a later model F24.   From: Jim Higham higham_jim@yahoo.com [fairchildclub] Sent: Thursday, March 23, 2017 4:09 PM To: fairchildclub@yahoogroups.com Subject: Re: [fairchildclub] POH     I scanned the pertinent pages , send me your email address and I will send it to you. Jim 

On Monday, March 20, 2017 11:40 PM, "Woodward Tom buhwana@charter.net [fairchildclub]" wrote:


  I have been asked to check someone out in a Fairchild 24. His insurance wanted someone with Fairchild experience. I used to own a PT19 and I guess that was good enough for the insurance company but I’ve never flown the 24 (Ranger engine).
Does anyone have a scanned POH that I could take a look at before I go fly or are there any recommendations what NOT to do? I understand the fuel system is two valves and both should not be opened at the same time or closed for that matter?
Any other tips or hints?
Tom Woodward
Granbury, Texas

'

'I would appreciate a copy.Nc81265

Sent from my iPad

On Mar 23, 2017, at 5:26 PM, lowea1@comcast.net [fairchildclub] wrote:

 
Woops, my message was addressed to Jim Higham, which is wrong, as he obviously already has the UC-61 manual, and besides it looks like yahoo rejected it as the attached .pdf of the manual was too large.  Should have gone to Tom Woodward.  Anyway, Tom, send me an address and I’ll send the .pdf of the whole UC-61 – UC-61A manual from ‘43 revised in ‘44, if you need it.  UC-61 and UC-61A are only Warner powered, but most of the manual works for the Ranger powered one’s too, if used just for a basic checkout of a later model F24.   From: Jim Higham higham_jim@yahoo.com [fairchildclub] Sent: Thursday, March 23, 2017 4:09 PM To: fairchildclub@yahoogroups.com Subject: Re: [fairchildclub] POH    
I scanned the pertinent pages , send me your email address and I will send it to you. Jim 

On Monday, March 20, 2017 11:40 PM, "Woodward Tom buhwana@charter.net [fairchildclub]" wrote:


  I have been asked to check someone out in a Fairchild 24. His insurance wanted someone with Fairchild experience. I used to own a PT19 and I guess that was good enough for the insurance company but I’ve never flown the 24 (Ranger engine).
Does anyone have a scanned POH that I could take a look at before I go fly or are there any recommendations what NOT to do? I understand the fuel system is two valves and both should not be opened at the same time or closed for that matter?
Any other tips or hints?
Tom Woodward
Granbury, Texas


'

'I didnt copy the whole , that file is too large so I  just copied the pertinent operational information for the UC61K wich is the ranger powered version

Sent from Yahoo Mail on Android

On Thu, Mar 23, 2017 at 11:01 PM, Jan Hedberg jhed9253@aol.com [fairchildclub] wrote:  
I would appreciate a copy.Nc81265

Sent from my iPad
On Mar 23, 2017, at 5:26 PM, lowea1@comcast.net [fairchildclub] wrote:

 
Woops, my message was addressed to Jim Higham, which is wrong, as he obviously already has the UC-61 manual, and besides it looks like yahoo rejected it as the attached .pdf of the manual was too large.  Should have gone to Tom Woodward.  Anyway, Tom, send me an address and I’ll send the .pdf of the whole UC-61 – UC-61A manual from ‘43 revised in ‘44, if you need it.  UC-61 and UC-61A are only Warner powered, but most of the manual works for the Ranger powered one’s too, if used just for a basic checkout of a later model F24.   From: Jim Higham higham_jim@yahoo.com [fairchildclub] Sent: Thursday, March 23, 2017 4:09 PM To: fairchildclub@yahoogroups.com Subject: Re: [fairchildclub] POH    
I scanned the pertinent pages , send me your email address and I will send it to you. Jim 

On Monday, March 20, 2017 11:40 PM, "Woodward Tom buhwana@charter.net [fairchildclub]" wrote:


  I have been asked to check someone out in a Fairchild 24. His insurance wanted someone with Fairchild experience. I used to own a PT19 and I guess that was good enough for the insurance company but I’ve never flown the 24 (Ranger engine).
Does anyone have a scanned POH that I could take a look at before I go fly or are there any recommendations what NOT to do? I understand the fuel system is two valves and both should not be opened at the same time or closed for that matter?
Any other tips or hints?
Tom Woodward
Granbury, Texas

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' See attached   From: Jan Hedberg jhed9253@aol.com [fairchildclub] Sent: Thursday, March 23, 2017 11:01 PM To: fairchildclub@yahoogroups.com Subject: Re: [fairchildclub] POH     I would appreciate a copy. Nc81265

Sent from my iPad
On Mar 23, 2017, at 5:26 PM, lowea1@comcast.net [fairchildclub] wrote:

  Woops, my message was addressed to Jim Higham, which is wrong, as he obviously already has the UC-61 manual, and besides it looks like yahoo rejected it as the attached .pdf of the manual was too large.  Should have gone to Tom Woodward.  Anyway, Tom, send me an address and I’ll send the .pdf of the whole UC-61 – UC-61A manual from ‘43 revised in ‘44, if you need it.  UC-61 and UC-61A are only Warner powered, but most of the manual works for the Ranger powered one’s too, if used just for a basic checkout of a later model F24.   From: Jim Higham higham_jim@yahoo.com [fairchildclub] Sent: Thursday, March 23, 2017 4:09 PM To: fairchildclub@yahoogroups.com Subject: Re: [fairchildclub] POH     I scanned the pertinent pages , send me your email address and I will send it to you. Jim 

On Monday, March 20, 2017 11:40 PM, "Woodward Tom buhwana@charter.net [fairchildclub]" wrote:


  I have been asked to check someone out in a Fairchild 24. His insurance wanted someone with Fairchild experience. I used to own a PT19 and I guess that was good enough for the insurance company but I’ve never flown the 24 (Ranger engine).
Does anyone have a scanned POH that I could take a look at before I go fly or are there any recommendations what NOT to do? I understand the fuel system is two valves and both should not be opened at the same time or closed for that matter?
Any other tips or hints?
Tom Woodward
Granbury, Texas

'

'80 on the approach, carry a little power, plan on landing first third of runway, slowly bleeding off power over the numbers, wheel landing every time, Three point only in an emergency off field landing. One tank on at any time. I have never read where both tanks open at the same time was recommended. Have fun..'

'Unless someone has changed the fuel valve recess, they both say "CAUTION operate on one tank only".   You operate on both for more than a brief period, longer and you run the risk of vapor lock.    See page 11 (Fuel system)Another one for the fool hardy.  Don't spin a Bellanca 14-14-3, the book on most of that series said don't.   1/2 turn is mild, 1 turn is nasty, 2 turns or greater you will understand why they said don't spin.  During the pull-out, the "G" load goes way up.  The gent that told me said his hands were pulled off the yoke, his glasses were in his lap.  He had no idea abut Gs, but he said he won't do that again.  The moment that he kicked the rudder, the Gs went off the scale.
Bob


On Saturday, March 25, 2017 9:57 AM, "corvette93230@gmail.com [fairchildclub]" wrote:


  80 on the approach, carry a little power, plan on landing first third of runway, slowly bleeding off power over the numbers, wheel landing every time, Three point only in an emergency off field landing. One tank on at any time. I have never read where both tanks open at the same time was recommended. 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'

'Bob, Not questioning the CAUTION on one fuel tank operation, but can you or any other group member provide specific technical rationale why vapor lock or any other problem would occur with both wing tanks on line feeding fuel??

On Saturday, March 25, 2017 7:40 PM, "Robert Etter robertetter@ymail.com [fairchildclub]" wrote:


  Unless someone has changed the fuel valve recess, they both say "CAUTION operate on one tank only".   You operate on both for more than a brief period, longer and you run the risk of vapor lock.    See page 11 (Fuel system)Another one for the fool hardy.  Don't spin a Bellanca 14-14-3, the book on most of that series said don't.   1/2 turn is mild, 1 turn is nasty, 2 turns or greater you will understand why they said don't spin.  During the pull-out, the "G" load goes way up.  The gent that told me said his hands were pulled off the yoke, his glasses were in his lap.  He had no idea abut Gs, but he said he won't do that again.  The moment that he kicked the rudder, the Gs went off the scale.
Bob


On Saturday, March 25, 2017 9:57 AM, "corvette93230@gmail.com [fairchildclub]" wrote:


  80 on the approach, carry a little power, plan on landing first third of runway, slowly bleeding off power over the numbers, wheel landing every time, Three point only in an emergency off field landing. One tank on at any time. I have never read where both tanks open at the same time was recommended. Have fun..

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'Hugh,



Please see attached Fairchild SB44-7-C. It provides more detail than the AD note. Details of flt test.



JST







From:
Subject: Re: [fairchildclub] POH





Bob, Not questioning the CAUTION on one fuel tank operation, but can you or any other group member provide specific technical rationale why vapor lock or any other problem would occur with both wing tanks on line feeding fuel??

On Saturday, March 25, 2017 7:40 PM, "Robert Etter robertetter@ymail.com [fairchildclub]" wrote:





Unless someone has changed the fuel valve recess, they both say "CAUTION operate on one tank only". You operate on both for more than a brief period, longer and you run the risk of vapor lock. See page 11 (Fuel system)

Another one for the fool hardy. Don't spin a Bellanca 14-14-3, the book on most of that series said don't. 1/2 turn is mild, 1 turn is nasty, 2 turns or greater you will understand why they said don't spin. During the pull-out, the "G" load goes way up. The gent that told me said his hands were pulled off the yoke, his glasses were in his lap. He had no idea abut Gs, but he said he won't do that again. The moment that he kicked the rudder, the Gs went off the scale.



Bob





On Saturday, March 25, 2017 9:57 AM, " > wrote:





80 on the approach, carry a little power, plan on landing first third of runway, slowly bleeding off power over the numbers, wheel landing every time, Three point only in an emergency off field landing. One tank on at any time. I have never read where both tanks open at the same time was recommended. Have fun..









[Non-text portions of this message have been removed]

'

'Jamie,  Thank you for posting SB44-7-C. It provides the technical explanation for the AD. Good to now know the exact reason for the AD so one can now apply their intellect with respect to position of their fuel valves and flight attitudes. Vapor lock occurring with adequate fuel in both tanks and on line in level flight just did not make sense based on common knowledge of liquids. My previous, incorrect rationale for the AD was that perhaps, on a long flight, fuel could/would transfer from one tank to the other, leading to an empty tank and vapor lock, due to some quirk in system plumbing and weird airflow unique to F-24's. 
  Knowledge is sweet.

On Monday, March 27, 2017 9:32 AM, "'Jamie Treat' jamietreat@q.com [fairchildclub]" wrote:


  Hugh,

Please see attached Fairchild SB44-7-C. It provides more detail than the AD note. Details of flt test.

JST

From:
Subject: Re: [fairchildclub] POH

Bob, Not questioning the CAUTION on one fuel tank operation, but can you or any other group member provide specific technical rationale why vapor lock or any other problem would occur with both wing tanks on line feeding fuel??

On Saturday, March 25, 2017 7:40 PM, "Robert Etter robertetter@ymail.com [fairchildclub]" wrote:

Unless someone has changed the fuel valve recess, they both say "CAUTION operate on one tank only". You operate on both for more than a brief period, longer and you run the risk of vapor lock. See page 11 (Fuel system)

Another one for the fool hardy. Don't spin a Bellanca 14-14-3, the book on most of that series said don't. 1/2 turn is mild, 1 turn is nasty, 2 turns or greater you will understand why they said don't spin. During the pull-out, the "G" load goes way up. The gent that told me said his hands were pulled off the yoke, his glasses were in his lap. He had no idea abut Gs, but he said he won't do that again. The moment that he kicked the rudder, the Gs went off the scale.

Bob

On Saturday, March 25, 2017 9:57 AM, " > wrote:

80 on the approach, carry a little power, plan on landing first third of runway, slowly bleeding off power over the numbers, wheel landing every time, Three point only in an emergency off field landing. One tank on at any time. I have never read where both tanks open at the same time was recommended. Have fun..

[Non-text portions of this message have been removed]

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