December 8, 2007 - Christmas Party
January 2, 2008 - Doug Moncreiff V-Hi-Max
February 6 2008 - What's new in Troy Grover's shop
March 5, 2008 - Steve Lathrop's Bearhawk
April 2, 2008 - Dave and Steve Kopeschka Corvair-powered auto gyro
Chapter 1311 Board of Directors
Newsletter editor: Michael Mossman, 1-765-483-9533, michaelandkatie@insightbb.com
Classified Ads
FOR SALE: Piper jumper cables in excellent condition (round plug type), $50 or make offer. Portable intercom, $20. Contact Larry Rush k9hxt@sbcglobal.net or 272-2153
FOR SALE: Stinson L-5 Landing gear Struts. Contact Kenny Shull 317-539-5542.
AIRCRAFT FOR SALE: Cessna 150, at Sheridan Airport. Contact Gus Gustafson at 317-293-4430 or dalefaye@msn.com
WANTED TO BUY: Used 4-foot brake and 4-foot shear. Contact Troy Grover, 317-919-6594 (cell phone), rv6grover@sbcglobal.net
AIRCRAFT FOR SALE: '57 C172 TT approx. 3700 hr. Engine approx. 700 hr since overhaul. Good paint, nice interior. VFR: Narco Mode C, Narco 720 channel comm.; Horton STOL kit w/gap seals. Last annual 7/07. Hangared at Franklin, IN. $30,500. Reason for selling: starting a project. Tom Chapman, cell 317-625-3126, home 317-888-6866, tschapman1@aol.com
AIRCRAFT FOR SALE: One-half interest in a beautiful Tri-Pacer in great condition. Located at Hendricks County Airport. $9,000. Reason for selling: starting a light sport aircraft. Dave Helton 317-590-5001 davehelton@heltonassoc.com
AIRCRAFT FOR SALE: 1966 Alon A2, TT-2539, SMOHE 930, IFR panel, nice, $27,750. Mark Eminger 765-528-2146 or Robert Barnhart 765- 448-4024 for information 7-10:30 EST.
2007 Membership Roster
Did we miss anybody? Please let us know; we'll get it updated right away.
Aviation Humor: Aviation Definitions
Airfoil: Reynolds Wrap for manufacturing aircraft wings.
Airspeed: Speed of an airplane. Deduct 25% when listening to a Navy pilot.
Angle of Attack: Pick-up lines that pilots use.
Arresting Gear: A policeman's equipment.
Bank: The folks who hold the lien on most pilots' cars.
Barrel Roll: Sport enjoyed at squadron picnics, usually after the barrels are empty.
Carburetor Icing: A phenomenon happening to aero club pilots at exactly the same time they run out of gas.
Cone of Confusion: An area about the size of New Jersey located near the final approach beacon at an airport
Crab: The squadron operations officer.
Dead Reckoning: You reckon correctly, or you are.
Engine Failure: A condition that occurs when all fuel tanks become filled with air.
Firewall: Section of the aircraft specially designed to let heat and smoke enter the cockpit.
Glide Distance: Half the distance from an airplane to the nearest emergency landing field.
GPS: Stands for going perfectly straight.
Hydroplane: An airplane designed to land on a wet runway, 20,000 feet long.
IFR: A method of flying by needle and ripcord.
Lean Mixture: Non-alcoholic beer.
Motor: Word used by student pilots and Yankees when referring to the engine.
Nanosecond: Time delay built into the stall warning system.
Parasitic Drag: A pilot who bums a ride back and complains about the service.
Range: Usually about 30 miles beyond the point where all fuel tanks fill with air.
Rich Mixture: What you order at the other guy's promotion party.
Roger: Used when you're not sure what else to say.
Roll: The first design priority for a fully loaded KC-135A.
Service Ceiling: Altitude at which cabin crews can serve drinks.
Spoilers: The Federal Aviation Administration.
Stall: Technique used to explain to the bank why your car payment is late.
Steep Bank: Banks that charge pilots more than 10% interest.
Tactics: What a clock sounds like when it needs fixing.
Tail Wind: Results from eating beans, often causing oxygen deficiency in the immediate vicinity.
Turn & Bank Indicator: An instrument highly ignored by pilots.
Useful Load: Volumetric capacity of the aircraft, disregarding weight of cargo.
VOR: Radio navigation aid, named after the VORtex effect of pilots trying to home in on it.
Windsocks: Socks that need darning.
Yankee: Any pilot that asks Houston tower to "Say again."
Zero: Style and artistry points earned for a gear-up landing.
November's program
Laurenzano flew the KC-135, which was an aircraft designed for the Air Force in the 1950s. The aircraft could be configured for many different missions but is primarily known for its tanker role. The commercial version of the aircraft, the Boeing 707, came out later than the KC-135.
The KC-135 was an underpowered aircraft, using four Pratt & Whitney J-57 turbojet engines that provided an anemic 48,000 pounds of thrust, total. Its peacetime gross takeoff weight was 285,000 pounds, and its EWO weight was 297,000 pounds. Typical ground roll for takeoff was 9,000 feet!
This unusual power boosting system had a serious flaw: the aircraft had two water boost pumps, one for each side. If one pump failed, the risk of losing control of the aircraft from asymmetrical thrust was very high. Later, the pump system was redesigned so that one pump fed the outboard engines and the other fed the inboard engines.
The KC-135s carried 185,000 pounds of fuel in ten tanks. The aircraft had four main wing tanks, two reserve wing tanks, and four fuselage tanks. All of the fuel could be used except for about 4,500 pounds carried in the standpipes. Although the aircraft was intended as an in-flight refueler, it could use all of its fuel for long re-positioning flights. With full fuel it could easily fly 13 to 14 hours non-stop. Some KC-135s were also equipped with receptacles and could be refueled in the air. Mike flew non-stop missions from Grissom Air Force Base near Peru, IN to Honolulu, and from Omaha NE to England.
Maximum landing weight of the KC-135 was 185,000 pounds.
Along with the usual communications systems, some KC-135 aircraft were equipped with a very low frequency radio system that actually radiates its signals straight through the earth. Because of the long wave length of the radio frequency, the aircraft needed to spool out a five-mile wire antenna through the rear of the aircraft. The very low frequency radio system was a slow communication system but was used because it was believed to be impervious to interference from nuclear blasts.
Standard crew included four persons: Aircraft Commander, co-pilot who did the flight engineer jobs, navigator and boom operator. The boom operator also did the celestial shots for the navigator, which was one of the primary methods of navigation. The entire refueling crew had to wear helmets during the refueling portion of the flight, as opposed to the fighter and bomber pilots who had to wear their helmets throughout their entire flights. The KC-135 crews had to be prepared to evacuate the aircraft in the event of a midair collision. The fighter crews rode on ejection seats so they had to be ready throughout their entire flights.
The KC-135 had an unusual feature behind the pilot's seat: a spoiler could be deployed through the floor of the aircraft. The spoiler helped keep the crew from getting caught up in the airflow under the aircraft in the event that they would have to bail out.
The primary function of the KC-135 was to refuel bombers carrying nuclear weapons, however, the SAC also did the refueling of all other aircraft in the Air Force inventory needing fuel.
Once the alert aircraft were launched each aircraft (the bombers) had a SIOP (Strategic Integrated Operations Plan) target. Every airplane on alert had specific targets that they were to hit if deployed for nuclear war.
Since the main function of the KC-135 was to refuel bombers, their procedure was to fly an AR (Air Refueling) track, which was an oval shape over specific places and points over a course on the ground, flying at 275 KIAS at 26,000 feet. The reason for using 26,000 feet was this was about the altitude that provides the maximum indicated airspeed for most aircraft. The KC-135 was compatible with most of the bomber and fighter receivers at this altitude. The bomber could actually be several hundred miles away while the KC-135 was preparing for the rendezvous. When the bomber got within 70 miles (measured with DME air-to-air equipment), the KC-135 would turn around, flying away from the bombers and down track. By the time the KC-135 got turned around, the bomber would be only three miles behind the tanker. From there the aircraft completed the rendezvous hook-up.
The rendezvous could be done in instrument meteorological conditions. They required a half-mile in-flight visibility, as they needed visual contact the rest of the way to the link-up. The rendezvous points were designated, stateside, primarily by VOR and DME.
The crews could also use radar beacons to maintain the proper spacing. In the event that the DME or radar equipment didn't work, they also had a procedure for calculating spacing using relative bearings, but it wasn't as accurate to use.
The receiving aircraft had a hole with a receptacle that opened up on the top of the fuselage. The tip of the boom is designed with a shape that allows toggle latches in the receptacle of the receiver aircraft to latch onto the boom had a hook that engaged the receiving aircraft. The Navy's procedure used a probe and drogue device for refueling. The Air Forces used the probe and drogue on only a limited number of aircraft types, specifically the F-100.
The boom had an envelope range that the receiver had to be in for a successful and safe refueling. In the auto mode, the boom would let go and retract if the receiver moved out of position. In the manual mode the boom operator had to break the contact if the receiver moved out of position. Once the contact was broken, the procedure was for the KC-135 to accelerate and the receiver had to descend.
Occasionally the crews would fly en route formations, sometimes with as many as six tankers, one mile nose to nose, often in IMC, and on radar. During the flight they would maintain an echelon formation with 60-degree line.
One of the most unusual and difficult missions was refueling the SR-71 "Blackbird" spy planes. To accommodate the SR-71's special JP-7 fuel, the tankers were modified into a KC-135Q configuration. The speed incompatibility between the KC-135Q and the SR-721 meant that special rendezvous and refueling procedures had to be developed.
For the SR-71 tanker formation was modified to fly an 85-degree echelon so as to make it easier for the SR-71 pilot to see his tankers. This was due to the limited side vision due to the pressure suits and helmets that the SR-71 crew had to wear.
After Laurenzano left the Air Force, the KC-10 started being used. The KC-10 was designed the augment the KC-135. Although the KC-135 design is more than 50 years old, it still soldiers on in daily use. Most or call of them had been modified with new General Electric CMF-56 engines, which have about twice the thrust of the old Pratt & Whitney J-57 engines. With the newer high-bypass turbofan engines, the KC-135's gross takeoff weight has been increased to 325,000 pounds maximum takeoff weight, which is a 14% increase over the original 285,000-pound takeoff weight.
Other changes to the missions about the time Laurenzano left were the inclusion of women in the SAC. Mike reminded the members that many things may have changed since he left the Air Force; his program was more of a snapshot of the procedures 27 years ago rather than what they are doing now.
(Thanks to Mike Laurenzano for the technical review to this story.)
Go back to Section 1
President: Dale "Gus" Gustafson, 1-317-293-4430, dalefaye@msn.com
Vice President: Doug Moncreiff, 317-280-1621, cdmoncreiff@sbcglobal.net
Secretary: Michael Mossman, 1-765-483-9533, michaelandkatie@insightbb.com
Treasurer: Vern Sullenger, 1-317-839-8728, sullenger@iquest.net
Director: Dave Helton, 1-317-745-7916, dhelton@iquest.net
Director: Glen Matejcek, 1-317-839-5444, aerobubba@earthlink.net
Director: Paul Vogel, 1-317-272-2106, p_vogel@sbcglobal.net
FOR SALE: Large Snap-On toolbox, donated for Chapter 1311's tool scholarship. Too big for the program, it will be auctioned to help pay for the tools. Minimum bid $300. May be seen at Hendricks County Airport. Contact Gary Reynolds at 317-590-7059 or N98GR@aol.com
Current as of November 15, 2007
See our chapter roster online at http://www.eaa1311.org/memberroster.html
NAME EMAIL ADDRESS PROJECT(S) BAIN, Kyle dficeman@hotmail.com R/C models BEETHAM, John jabeetham@earthlink.net Fokker D VII, Piper Dakota BRAAF, Bob bbraaf@msn.com Cessna 210-5 BROYLES, John broylesjohn@sbcglobal.net - BUDNY, Skip skbudny@tds.net Mini 500 helicopter BYRUM, Jon jbyrum@byrumarchitects.net RV-7A CHAPMAN, Jeff PoP6756@aol.com Piper Tri-Pacer CHAPMAN, Tom tschapman1@aol.com 1957 Cessna 172 CLARK, David davecpd@iquest.net 1946 Aeronca Chief CRAWLEY, Dennis Crawley27@comcast.net Grumman Tiger DAVIDSON, Ginger planecrazy13@att.net RV3 DAVIDSON, Rich ifitsoldillflyit@msn.com RV3 EMINGER, Mark tjemee@yahoo.com Christavia Mk1 GRIFFIN, Jim jimg@netcapade.net Questar Venture GROVER, Troy rv6grover@sbcglobal.net RV10 GUSTAFSON, Dale DALEFAYE@msn.com Piper J-4 HATFIELD, Doug hatfielddoug@hotmail.com Zenair 640 HELTON, Dave davehelton@heltonassoc.com Piper Tri-Pacer HENDERSON, Robert robert_10215@msn.com Christavia MK2 KOPESCHKA, Dave iedvk@iquest.net Little Wing Autogyro KOPESCHKA, Steve stephen.j.kopeschka@rolls-royce.com Little Wing Autogyro LATHROP, Steve lathropdad@worldnet.att.net BearHawk LAURENZANO, Mike mikelaurenzano@yahoo.com Bushby Mustang II LeBARON, Tim tjlebaron@sbcglobal.net RV-4, Breezy, Ercoupe LEUCHT, Chuck charlesleucht@sbcglobal.net C150, RV-9A LEWIS, Jimmy rudder4@aol.com RV-7A LONG, Chuck charles.long@allisontransmission.com Zenair 601 HDS MATEJCEK, Glen aerobubba@earthlink.net RV8 MATEJCEK, Robin aerobubba@earthlink.net RV8 MELCHIOR, Dirk d-r-melchior@msn.com F1 Rocket MONCREIFF, Doug cdmoncreiff@sbcglobal.net JDT Hi-Max MORTON, David djamorton@sbcglobal.net - MOSSMAN, Michael mmossman@fujifilmgs.com Zenair 601 HDS MYRTLE, Bill WEMyrtle@yahoo.com Brantly B2B, Kitfox I NG, Bart bng@math.iupui.edu RV-7A PRINCELL, Rick GRPContracting@comcast.net GP-4 RAHM, Kenneth riptide757@aol.com - REYNOLDS, Gary n98gr@aol.com RV6A ROBBINS, Will werobbins@flightline.com - ROEVER, Doug dmroever@iquest.net RV-7 Tail kit ROTTLER, Mark mark@rottler.org - RUBERSON, Bryan bruberson@aol.com Aeronca Chief RUSH, Larry k9hxt@sbcglobal.net RV6A, RV-8 SCHERMERHORN, Scott scottschermerhorn@yahoo.com Luscombe 8E restoration SHULL, Kenny Phone 317-539-5542 Helping Others SHUMAKER, Kim kkrv-9a@sbcglobal.net RV-9A SMITH, Michael mesmith958@aol.com - SNYDER, Jim jim.snyder1@comcast.net Cherokee 180 STUCKER, David d.j.stucker@worldnet.att.net - SULLENGER, Vern sullenger@iquest.net Cherokee 140, RV-7A UTLEY, Ted ted.utley@in.ngb.army.mil - VOGEL, Paul p_vogel@sbcglobal.net Sonex VONDERSAAR, Bob rvondersaar@austin.rr.com Steen Skybolt VONDERSAAR, Teresa tvondersaar@ausin.rr.com Steen Skybolt WEATHERS, Steve - Sonerai 2LS WININGS, Jim - Rocket
By Mike Foushee
AIDS: Aviation Induced Divorce Syndrome
Mike Foushee is the newsletter editor for EAA Chapter 729, Columbus IN.
By Michael Mossman
Former EAA Chapter Vice President Mike Laurenzano flew KC-135 refueling aircraft for the Air Force in his younger days. He highlighted the aircraft specifications and procedures used during his service more than 27 years ago. He cautioned the members that his information came from memory and was 27 years old; procedures and specifications may have changed over the years.
In order to boost the thrust for hot and heavy takeoffs, the Air Force implemented a water induction system in the summer. When the water was injected into the engine, it allowed the air to be compressed more, generating more thrust for takeoff. The KC-135s carried 670 gallons of demineralized water on board when conducting water injection takeoffs. When the aircraft were on alert the water had to be kept heated by ground power units at lower ambient temperature. Those 670 gallons of water lasted a meager 125 seconds, which was enough to get the aircraft through its ground roll and into the air and gear and flaps retracted.
The KC-135 had no LORAN, no GPS or other modern navigation systems that we now take for granted. At the time, the SAC presumed that under nuclear war conditions external ground based navigation systems would have been inoperative due to being targeted or due to interference from nuclear detonations and thus the airplanes had to have autonomous navigation.
The main takeoff procedure for launching alert aircraft was a MITO, which was the Minimum Interval Take Off. In a MITO, each bomber and tanker would take off in 15-second intervals, which generated a great deal of smoke and wake turbulence. The crew had their procedures for avoiding the turbulence but the aircraft was still a real handful on departure. Even so, the KC-135s had a high wing loading so it wasn't unmanageable.
Once the bomber was in position, the boom operator, who was stationed on a cot-like platform at the rear of the tanker, "flew" the boom to the receiving aircraft. The boom had color markings on it to aid the operator in determining how far out the boom was extended and help them judge the actual distance to the receiver.
Although their main function was to refuel bombers, the KC-135s would also refuel fighters, known as "chicks." One KC-135 could support as many as six airplanes. For the trans-oceanic flights, the fighters could require as many as nine refuelings. A KC-135 would accompany the fighters part of the way across the ocean, give them one last refueling, then turn around. Shortly thereafter the fighter squadron would meet up with another KC_135 crew approaching from the other shore and pick up some more fuel. Laurenzano describes dragging the fighters across the ocean as a well-orchestrated mission.
Pilots ferrying fighters across the ocean might have to fly as many as 12 hours solo. They were given a pill that suppresses "bodily functions" so that the pilots could tolerate the many hours in the cramped cockpits without being able to use the bathroom. Pilots were often given an amphetamine to help keep them alert during the flight.
Refueling the SR-71 was a major challenge. The SR-71 would often cruise at altitudes from 60,000 to 80,000 feet then descend to 26,000 feet for the rendezvous and air refueling . The SR-71 would begin its descent hundreds of miles away. For the SR-71, the KC-135 would orbit at 1,000 above the air refueling altitude. When both aircraft were in their proper positions to begin the rendezvous, the KC-135Q would begin a full military throttle descent to the refueling altitude to get up to 355 KIAS, which was as fast it could indicate just to make the speed compatible with the SR-71, which was going about as slow is it could go. The KC-135 would be flying somewhat nose-down and the SR-71 would be flying at an apparent high angle of attack.
Laurenzano flew during the Vietnam War and did many support missions but did not get very close to the action other than flying combat support missions over the Gulf of Tonkin. The tankers generally stayed away from the front. He had several temporary assignments in Europe, Guam, and others places. None of the KC-135's was permanently assigned overseas so they were rotated in and out of SIOP alert stateside.