Fairchild Club Forum

'Dear group
I need a Pilot operating handbook for my f24r-46a
Can any one help ?
James Bryan'

'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'

'Tom,



See attached POH.



JST



From:





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





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

' What year 24 is it?, I own a 1937 24H short nose small vertical Stabilizer. Won't three point, wants to ground loop, wheel landings work well more control.


Sent via the Samsung Galaxy S7, an AT&T 4G LTE smartphone

-------- Original message -------- From: "Woodward Tom buhwana@charter.net [fairchildclub]" Date: 3/20/17 9:40 PM (GMT-08:00) To: fairchildclub@yahoogroups.com Subject: [fairchildclub] POH
 
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 second that!  The little tail on the 1936 24-C8F based here makes three point landings on anything but grass and ideal conditions an adventure. Especially if you forgot to lock the tailwheel.

On 21-Mar-17 10:46, Dennis Strong DStrong@kodiakroofing.com [fairchildclub] wrote:

 
What year 24 is it?, I own a 1937 24H short nose small vertical Stabilizer. Won't three point, wants to ground loop, wheel landings work well more control.


Sent via the Samsung Galaxy S7, an AT&T 4G LTE smartphone

-------- Original message -------- From: "Woodward Tom buhwana@charter.net [fairchildclub]" fairchildclub@yahoogroups.com Date: 3/20/17 9:40 PM (GMT-08:00) To: fairchildclub@yahoogroups.com Subject: [fairchildclub] POH
 
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

'

'1946 F24R, N81361She likes grass.  Feed her asphalt and she can get a little cross and grab a bit.  Rarely three point her, but do and with her longer nose she behaves.  Most landings are tail low wheel landings.  Extra speed means harder work bleeding it off.  Many fly final at 70, I fly at 60 with full flaps.  Nice short field takeoff performance.  Note the passenger restriction (CG) with full (60 gal) fuel.  L magneto had the impulse coupling for the start.  

On Mar 20, 2017, at 22:57, 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 '

'
Don't be in a huge rush to push the stick forward on the initial roll as it takes some serious pushing if you go too early, wait for a little speed to build and she pushes forward lovely. Be careful with the trim when you first take off, I'd suggest a neutral setting.  If you get it wrong it takes some hauling off the deck and a quick turn on the handle on early lift which can be a bit frantic.  Approach at 70 first stage of flap with short final 65 to 60 full flap, 55 to 50 over the numbers and fly her down the runway, let it gently bleed off until the wheels rumble on the ground and hold that position.  Keep a decent speed on the long approach, don't be tempted to drag it in with a nose high attitude.  


I didn't have hundreds of tailwheel hours and found my first flight in the Fairchild a joy.  Grass is obviously easy and more forgiving if your not all that straight but tarmac is fine although you will have to be prepared to peddle that bit harder on touchdown!  The aircraft can handle superb crosswinds and very stable in flight even if its pretty turbulent.


Make sure your brakes are working sufficiently as in crosswinds you will need some opposite braking, my brakes were binding on one side on a recent flight which made it a bit of a challenge.


Hope this helps and have a brilliant first flight!!


All the best 


Richard
UK

From: fairchildclub@yahoogroups.com on behalf of patteenews patteenews@gmail.com [fairchildclub]
Sent: 21 March 2017 20:22
To: fairchildclub@yahoogroups.com
Subject: Re: [fairchildclub] POH    
1946 F24R, N81361 She likes grass.  Feed her asphalt and she can get a little cross and grab a bit.  Rarely three point her, but do and with her longer nose she behaves.  Most landings are tail low wheel landings.  Extra speed means harder work bleeding it off.  Many fly final at 70, I fly at 60 with full flaps.   Nice short field takeoff performance.   Note the passenger restriction (CG) with full (60 gal) fuel.   L magneto had the impulse coupling for the start.  

On Mar 20, 2017, at 22:57, 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
'

' Yes, don’t drag it in.  I turn final at 80 mph indicated and let speed bleed down to touchdown.  Wheel it on and keep the tailwheel up as long as you can – that makes it a lot easier to avoid tailwheel chatter, which eventually produces a tailwheel which chatters more, until it needs repairs.  There’s a lot of weight on the tailwheel – my original Wt & Bal from the factory in July 1940 shows 155 pounds empty!  Keep the tailwheel inflated to 45 psi – nice and hard – that helps a lot.  I find it an easy-to-land tailwheel airplane on any surface.  Lots of landing gear travel gives soft arrivals.  Gear is wide and the airplane doesn’t do anything quick on the ground.  In the air, my 24 (F-24W41A – same as the W46A, except pre-war) is marvelously smooth and responsive to the controls alongside modern spam-cans – lots of stick motion, but control feel is quite harmonius – very powerful rudder, by the way.  Visibility is pretty good for an old round-engined aeroplane.  You’ll be shocked at first by the feeling you are a long way from the panel, but you sit up pretty high.  I’m sure it’s a bit harder to see forward at 3-point with the Ranger engine vs. the Warner, but maybe a bit easier to see around the side at 3-point – no visibility trouble with either engine when level, just the fuselage V-bracing, windshield joints and the landing gear and struts, so get the tail up as soon as you can on take-off.  My 24 has the Warner 165 with the Sensenich wood prop, and it is not a sprightly climber.  I bet you fellows with the 200 horse Ranger do lots better.  I’d like to have about a hundred more horsepower.   Have fun, and make sure to roll down your window and hang your elbow out in the breeze (after you’ve stowed all the paper and maps in the cockpit)!  That should be part of every checkout in the 24.   Tony Lowe F-24W41A, S/N 136, N28522   From: Richard Ellingworth richardecho@hotmail.com [fairchildclub] Sent: Tuesday, March 21, 2017 3:44 PM To: fairchildclub@yahoogroups.com Subject: Re: [fairchildclub] POH    
Don't be in a huge rush to push the stick forward on the initial roll as it takes some serious pushing if you go too early, wait for a little speed to build and she pushes forward lovely. Be careful with the trim when you first take off, I'd suggest a neutral setting.  If you get it wrong it takes some hauling off the deck and a quick turn on the handle on early lift which can be a bit frantic.  Approach at 70 first stage of flap with short final 65 to 60 full flap, 55 to 50 over the numbers and fly her down the runway, let it gently bleed off until the wheels rumble on the ground and hold that position.  Keep a decent speed on the long approach, don't be tempted to drag it in with a nose high attitude. 
 
I didn't have hundreds of tailwheel hours and found my first flight in the Fairchild a joy.  Grass is obviously easy and more forgiving if your not all that straight but tarmac is fine although you will have to be prepared to peddle that bit harder on touchdown!  The aircraft can handle superb crosswinds and very stable in flight even if its pretty turbulent.
 
Make sure your brakes are working sufficiently as in crosswinds you will need some opposite braking, my brakes were binding on one side on a recent flight which made it a bit of a challenge.
 
Hope this helps and have a brilliant first flight!!
 
All the best
 
Richard
UK

From: fairchildclub@yahoogroups.com on behalf of patteenews patteenews@gmail.com [fairchildclub]
Sent: 21 March 2017 20:22
To: fairchildclub@yahoogroups.com
Subject: Re: [fairchildclub] POH     1946 F24R, N81361 She likes grass.  Feed her asphalt and she can get a little cross and grab a bit.  Rarely three point her, but do and with her longer nose she behaves.  Most landings are tail low wheel landings.  Extra speed means harder work bleeding it off.  Many fly final at 70, I fly at 60 with full flaps.  Nice short field takeoff performance.  Note the passenger restriction (CG) with full (60 gal) fuel.  L magneto had the impulse coupling for the start. 
On Mar 20, 2017, at 22:57, 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 have the UC61K (same as a F24R46A ) Flight manual but it is too old to email Jim

On Tuesday, March 21, 2017 4:30 PM, "lowea1@comcast.net [fairchildclub]" wrote:


  Yes, don’t drag it in.  I turn final at 80 mph indicated and let speed bleed down to touchdown.  Wheel it on and keep the tailwheel up as long as you can – that makes it a lot easier to avoid tailwheel chatter, which eventually produces a tailwheel which chatters more, until it needs repairs.  There’s a lot of weight on the tailwheel – my original Wt & Bal from the factory in July 1940 shows 155 pounds empty!  Keep the tailwheel inflated to 45 psi – nice and hard – that helps a lot.  I find it an easy-to-land tailwheel airplane on any surface.  Lots of landing gear travel gives soft arrivals.  Gear is wide and the airplane doesn’t do anything quick on the ground.  In the air, my 24 (F-24W41A – same as the W46A, except pre-war) is marvelously smooth and responsive to the controls alongside modern spam-cans – lots of stick motion, but control feel is quite harmonius – very powerful rudder, by the way.  Visibility is pretty good for an old round-engined aeroplane.  You’ll be shocked at first by the feeling you are a long way from the panel, but you sit up pretty high.  I’m sure it’s a bit harder to see forward at 3-point with the Ranger engine vs. the Warner, but maybe a bit easier to see around the side at 3-point – no visibility trouble with either engine when level, just the fuselage V-bracing, windshield joints and the landing gear and struts, so get the tail up as soon as you can on take-off.  My 24 has the Warner 165 with the Sensenich wood prop, and it is not a sprightly climber.  I bet you fellows with the 200 horse Ranger do lots better.  I’d like to have about a hundred more horsepower.   Have fun, and make sure to roll down your window and hang your elbow out in the breeze (after you’ve stowed all the paper and maps in the cockpit)!  That should be part of every checkout in the 24.   Tony Lowe F-24W41A, S/N 136, N28522   From: Richard Ellingworth richardecho@hotmail.com [fairchildclub] Sent: Tuesday, March 21, 2017 3:44 PM To: fairchildclub@yahoogroups.com Subject: Re: [fairchildclub] POH     Don't be in a huge rush to push the stick forward on the initial roll as it takes some serious pushing if you go too early, wait for a little speed to build and she pushes forward lovely. Be careful with the trim when you first take off, I'd suggest a neutral setting.  If you get it wrong it takes some hauling off the deck and a quick turn on the handle on early lift which can be a bit frantic.  Approach at 70 first stage of flap with short final 65 to 60 full flap, 55 to 50 over the numbers and fly her down the runway, let it gently bleed off until the wheels rumble on the ground and hold that position.  Keep a decent speed on the long approach, don't be tempted to drag it in with a nose high attitude.    I didn't have hundreds of tailwheel hours and found my first flight in the Fairchild a joy.  Grass is obviously easy and more forgiving if your not all that straight but tarmac is fine although you will have to be prepared to peddle that bit harder on touchdown!  The aircraft can handle superb crosswinds and very stable in flight even if its pretty turbulent.   Make sure your brakes are working sufficiently as in crosswinds you will need some opposite braking, my brakes were binding on one side on a recent flight which made it a bit of a challenge.   Hope this helps and have a brilliant first flight!!   All the best   Richard UK

From: fairchildclub@yahoogroups.com on behalf of patteenews patteenews@gmail.com [fairchildclub]
Sent: 21 March 2017 20:22
To: fairchildclub@yahoogroups.com
Subject: Re: [fairchildclub] POH     1946 F24R, N81361 She likes grass.  Feed her asphalt and she can get a little cross and grab a bit.  Rarely three point her, but do and with her longer nose she behaves.  Most landings are tail low wheel landings.  Extra speed means harder work bleeding it off.  Many fly final at 70, I fly at 60 with full flaps.  Nice short field takeoff performance.  Note the passenger restriction (CG) with full (60 gal) fuel.  L magneto had the impulse coupling for the start. 
On Mar 20, 2017, at 22:57, 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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On Thursday, March 23, 2017 3:48 PM, "Jim Higham higham_jim@yahoo.com [fairchildclub]" wrote:


  I have the UC61K (same as a F24R46A ) Flight manual but it is too old to email Jim

On Tuesday, March 21, 2017 4:30 PM, "lowea1@comcast.net [fairchildclub]" wrote:


  Yes, don’t drag it in.  I turn final at 80 mph indicated and let speed bleed down to touchdown.  Wheel it on and keep the tailwheel up as long as you can – that makes it a lot easier to avoid tailwheel chatter, which eventually produces a tailwheel which chatters more, until it needs repairs.  There’s a lot of weight on the tailwheel – my original Wt & Bal from the factory in July 1940 shows 155 pounds empty!  Keep the tailwheel inflated to 45 psi – nice and hard – that helps a lot.  I find it an easy-to-land tailwheel airplane on any surface.  Lots of landing gear travel gives soft arrivals.  Gear is wide and the airplane doesn’t do anything quick on the ground.  In the air, my 24 (F-24W41A – same as the W46A, except pre-war) is marvelously smooth and responsive to the controls alongside modern spam-cans – lots of stick motion, but control feel is quite harmonius – very powerful rudder, by the way.  Visibility is pretty good for an old round-engined aeroplane.  You’ll be shocked at first by the feeling you are a long way from the panel, but you sit up pretty high.  I’m sure it’s a bit harder to see forward at 3-point with the Ranger engine vs. the Warner, but maybe a bit easier to see around the side at 3-point – no visibility trouble with either engine when level, just the fuselage V-bracing, windshield joints and the landing gear and struts, so get the tail up as soon as you can on take-off.  My 24 has the Warner 165 with the Sensenich wood prop, and it is not a sprightly climber.  I bet you fellows with the 200 horse Ranger do lots better.  I’d like to have about a hundred more horsepower. Have fun, and make sure to roll down your window and hang your elbow out in the breeze (after you’ve stowed all the paper and maps in the cockpit)!  That should be part of every checkout in the 24. Tony LoweF-24W41A, S/N 136, N28522 From: Richard Ellingworth richardecho@hotmail.com [fairchildclub] Sent: Tuesday, March 21, 2017 3:44 PMTo: fairchildclub@yahoogroups.com Subject: Re: [fairchildclub] POH   Don't be in a huge rush to push the stick forward on the initial roll as it takes some serious pushing if you go too early, wait for a little speed to build and she pushes forward lovely. Be careful with the trim when you first take off, I'd suggest a neutral setting.  If you get it wrong it takes some hauling off the deck and a quick turn on the handle on early lift which can be a bit frantic.  Approach at 70 first stage of flap with short final 65 to 60 full flap, 55 to 50 over the numbers and fly her down the runway, let it gently bleed off until the wheels rumble on the ground and hold that position.  Keep a decent speed on the long approach, don't be tempted to drag it in with a nose high attitude.   I didn't have hundreds of tailwheel hours and found my first flight in the Fairchild a joy.  Grass is obviously easy and more forgiving if your not all that straight but tarmac is fine although you will have to be prepared to peddle that bit harder on touchdown!  The aircraft can handle superb crosswinds and very stable in flight even if its pretty turbulent. Make sure your brakes are working sufficiently as in crosswinds you will need some opposite braking, my brakes were binding on one side on a recent flight which made it a bit of a challenge. Hope this helps and have a brilliant first flight!! All the best  RichardUK

From: fairchildclub@yahoogroups.com on behalf of patteenews patteenews@gmail.com [fairchildclub]
Sent: 21 March 2017 20:22
To: fairchildclub@yahoogroups.com
Subject: Re: [fairchildclub] POH    1946 F24R, N81361She likes grass.  Feed her asphalt and she can get a little cross and grab a bit.  Rarely three point her, but do and with her longer nose she behaves.  Most landings are tail low wheel landings.  Extra speed means harder work bleeding it off.  Many fly final at 70, I fly at 60 with full flaps.  Nice short field takeoff performance.  Note the passenger restriction (CG) with full (60 gal) fuel.  L magneto had the impulse coupling for the start. 
On Mar 20, 2017, at 22:57, 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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