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- The Tiger Mom in Bed Omnibus.
- The Unspoken: What the World Dont Talk About.
- Looking for Something.
Human nature, I guess. Alas, political correctness raises its head everywhere, and we take heat on two major issues.
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The name stuck, and the organization grew into one of the premier aviation museums in the world, with over airplanes from WWII, about of them flying. But the name has negative connotations to some, and has cost the CAF a lot of money that might have been donated. Most of us have grown very weary of explaining to potential members and donors that the name has nothing to do with race, slavery, segregation, or bigotry.
Very few are convinced, so it will finally be changed later this year. We all get a kick out of the occasional outrage at airshows. My sweetie no, the airplane, silly! Like all Cs, it was delivered to the military, for no civilian C was ever built. The aircraft was rushed into production for the war effort, without being properly tested, leaving year-old fledgling pilots to do the real test flying.
The results were not pretty, and many were lost, gaining the airplane a somewhat undeserved evil reputation. Many made the mistake of thinking it was nothing more than a big C, until they tried to fly it. There were early problems with the heaters, which had an unfortunate tendency to blow up, and with the Curtiss Electric props, which were not well understood.
Today, the FAA will not allow Curtiss Electric props on anything, unless it is the only possible configuration, and then only with an Experimental Certificate. After that, it sat derelict for a time, and the CAF bought it in The Southern California Wing volunteers have been restoring it ever since, and it just keeps getting better.
I get to work on it once in while when no one is looking, but generally, they just let me fly it. During production, it was the largest twin-engine airplane ever produced, with a wingspan of feet four feet larger than a B , and a civilian gross weight of up to 48, pounds there is data in the military manuals for 66, pounds. It literally towers over a B on the ramp. It will haul 15, pounds of cargo into and out of 2,foot unimproved runways, a job it is still doing today for Everts Air Fuel out of Fairbanks. There are less than a dozen of them left flying in the whole world, out of a production run of about 3, Wreckage is still being discovered, high in those hills, and families get the final word on what happened to Granddad.
Well, it does have a tailwheel and two engines! It is, however, twice the airplane. I joke about it being twice the weight, hauls twice the load, holds and burns twice the fuel — and the pilots are twice as good. But for those who have significant time in both, almost all prefer the C by a wide margin.
Then again, pilots almost always like the airplanes they fly a lot, even the DC We also get to do some fun things under waivers, like the recent dedication of Crissy Field near the foot of the Golden Gate, where we airdropped over 5, chrysanthemums at the appropriate time. We had reports later that everyone at the ceremony left with a mum, so I guess we hit the target well enough.
These pictures are not faked in any way; one was taken from the left over wing exit on one pass, the other from the right on the second pass. We often fly with those hatches removed, for cooling. China Doll is also getting more and more popular as a camera ship at big warbird events, especially at the big annual Confederate Air Force event in October, at Midland Texas. We fly in the show, and also do several photo flights. With the jump door and the waist hatches removed, the man door open, and cargo nets over the openings, we can handle about 12 photographers per flight.
We normally rendezvous at some prominent local landmark and set up a big left-hand circle with a fixed bank angle. As the aircraft arrive, they form up on our left, where the photographers in the man door can take pictures with the ground for a background.
More and more, as I open up the magazines and calendars with warbird pictures, I recognize shots that were taken from Dumbo. China Doll went along with the recent reenactment of the famed Doolittle Raid on Tokyo. Twelve Bs in formation closed down both San Fransicso and Oakland airports while doing a low flyby over the old Hornet, the carrier from which the original raid on Japan was launched.
Just as in the original airplanes, we have a heavy-duty cable running from the front of the cabin to the rear, and two large, bright lights in the rear that we control from the cockpit. There are a multitude of FAA and CAF rules we must follow, of course, and extensive briefings so that everyone knows exactly what will happen.
We dropped a really neat group from Fort Bragg, a Special Forces demo team. When it came time to jump, we could hear the screamed commands all the way up in the cockpit. The jumpmaster will usually hang his head out the door, look forward under the wing and give us heading commands if we are dropping from high altitude, but on the low altitude 1, feet simulated combat jumps, they jump on our command. On the final run-in, we turn on the red light, and when we want them to go or they are going to call their own we hit the green, and out they go, yelling all the way.
The orchestra pit is so named because the floor level is about 18 inches lower than the main floor, for about the last eight feet of the cabin, like the orchestra pit at a musical. It still runs, too, producing electrical power to charge the batteries, and to help start the engines. Just taxiing the old bird is a challenge. To his everlasting credit, he watched, and learned, thought about it for a few weeks, then came back and did a fine job on his second try. The long, sloping glass windshield has a bit of distortion, and the visibility over the nose with the tail down is none too good.
In fact, not running into anything on the ground becomes a full-time job for both pilots, and some trust is required. The power brakes are very powerful except when hot, when they fade badly but very delayed. Finally, the rudder is totally ineffective below about 60 knots.
What is phishing?
Need I mention there is no tailwheel steering, and the airplane has a mind of its own? With all this, the new C pilot will see the nose start to swing, and will apply a little rudder to correct. Old Dumbo smiles to herself, and swings a little faster, ignoring the rudder like it never existed. He adds more rudder, but the airplane has the bit in her teeth now, and is swinging rapidly, perhaps with one wheel already off the pavement. It helps to split the power a bit to counter any turning tendency, and the brake hydraulics will emit a soft hissing from time to time, with just the smallest touch to keep it straight.
Perhaps they were made from different material in those days. Primary directional control on takeoff is with differential power, a really new concept to the jet-jockey airline pilots trained on nosedraggers. You simply cannot keep the throttles together while you advance the power, and stay on the runway. In a strong crosswind, the throttles will be separated by as much as six inches, and you might not get full throttle on the upwind side until long after the tail is up, and passing 60 knots or more. The remaining aid for directional control is aileron.
Remember when your first flight instructor demonstrated that if you input roll alone, the nose swings the other way at first? The control wheel is very large for better leverage and roughly semicircular like most airplanes. It is also located very close to the pedestal, with not enough room for a knee. Rotating the wheel towards the pedestal opens up room for the knee when that rudder pedal is back, but with the wheel rotated away from the pedestal, the wheel blocks the space needed for the knee.
Towers can misstate the wind, people can mis-hear it, and the wind can be very different in both power and direction from where the tower measures it! It is far better to just crab down the final, look at what the airplane is doing coming into the flare, and input control as needed to align with the runway and stop the drift at touchdown. Note this does not mean I recommend a final with the wing down, and crossed controls! Think of a crosswind from the left, for example.
We rotate the wheel fully left, which lifts the left aileron, and drops the right, right? The raised left aileron rides in the lee of the wing, reducing lift and drag, but the drooping right aileron is down in the airflow, creating more effective wing camber, more lift, and more drag. The left crosswind tends to hit the tail and weathervane the nose left, but that dragging aileron pulls the right wingtip back, partially offsetting the wind.
So the takeoff in a left crosswind begins with full right rudder, full left aileron, and leading left throttle. As the airspeed picks up, and the tail comes up, the aileron is allowed to blow back towards neutral or a wheel will lift off , the trailing throttle can be slowly equalized, and last, the rudder can be relaxed. On a crosswind landing, the process is reversed. Touchdown is made on the main gear, tail-low, power off. Then the real work begins, as rudder effect is lost.
As the speed drops, more aileron is applied into the wind, and if necessary, a touch of power is added on the upwind side. Easy, it just takes a little getting used to. Okay, okay, a lot of getting used to. Sod or dirt runways make all this a LOT easier as the tires slide a little, but we rarely see one, all are hard-surface, sadly.
Contrast this with a jet transport, which can be landed in a full crab with impunity. But none of us get enough practice to do it well, so we cheat and touch down on the main gear, as policy. A botched three-point is much harder on the airplane than a botched wheel landing. The guys at Everts will laugh, for they do nothing but three-points — a dozen times a day, or more, so all this stuff comes naturally to them without even thinking about it.
Inflight, the C becomes quite the normal airplane, if a bit heavy on the controls.
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Early models had hydraulic boost on some of the control surfaces, but those systems were complex for their time, failure-prone, and oddly enough, the controls were even heavier with hydraulics normal. With the boost off, the controls felt like they were set in concrete. Many of the earlier ones were converted at one time or another.
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Clean stall, gross weight 48, , power off, is around 79 knots, and full flap stall at max landing weight 46, is about 10 knots less. Our old rule was one knot per 2, pounds.
A full stall will produce a heavy buffet, and a straight nose drop, and recovery is very conventional. Since we usually fly with the overwing exits out for maximum crew cooling, there is another unintended but very effective stall warning system few folks have seen before. Because ground handling is so difficult, we rarely get to do touch and gos, although the airplane certainly does them well. Pull the flaps up, set the trim, and go.