COMBYSATRM@aol.com
Tue,
28 Mar 2006 21:17:42 EST
(Ed Note: The following e-mails were (and
are being)
received by New Member Galen Tustison who is ferrying his newly
acquired Seabee from New York to California. He bought it from Bob
Stein and is working to get it flying. Good luck G, let us know how it
goes and if you need any help...except being a co-pilot!)
====================================================================
5
March 2006
Pete,
I have weighed the SeaBee to determine
the empty A/C
weight and CG. After crunching the numbers, I find C/G WAY out of
allowed window.
UNFORTUNATELY, I didn’t know how much
fuel the plane had
in it at the time of weighing. I therefore
wrote a spreadsheet program where the empty weight and CG
are calculated based on the amount of fuel specified as a variable
parameter.
Thus when on my next visit to the
dugly uckling and I fill
it with fuel, I can determine the amount of fuel when I weighed it
previously based on the tank capacity and the amount of fuel I will add
to fill the tank.
I will have my notebook computer with me so
that I can
plug in the exact fuel quantity and determine the empty weight and CG.
Meanwhile, I have written a family of
spread sheet
programs for the assumed fuel conditions (at the time of weighing) of
zero (an unlikely event because the engine ran), half full (most
realistic scenario), and full (highly unlikely 'cuz the seller is
cheap).
For each of these scenarios, I then
calculated CG for
minimum passengers and load (probably the way I will fly it back to
Cal) with zero fuel, half fuel, and full fuel (to make sure that during
the entire flight the CG stays in the required range) and maximum
passengers and load, again for zero, half, and full fuel.
Interestingly, the worst case CG
situation is with min pax
and min fuel, exactly MY configuration with no passengers allowed by
the ferry permit and a bad fuel leak..
Turns out, ballast is needed. In spite of what the
previous owner's son says. I simply have to believe my
numbers. He adamantly assured me that no ballast was
needed. I said, "If that's the case, why don't you join me
on that first flight?"
"Oh," he said, "I'm going to be busy that day."
Any day, every day.
So what do I do for ballast? T
easiest answer is water ... in 1 gallon antifreeze plastic
containers, strategically placed under the forward floorboards all the
way up in the nose. There is an access
hole in the copilot’s floor which provides easy access.
There is a lot of room. Water
is cheap and easy to get (especially for a seaplane) and easy to
dispose of, and the plastic containers will tolerate frozen water (I
hope).
(Turns
out I bought 18 gallons of auto anti-freeze. It doesn't freeze
and I can always use it later.)
The thought of flying back to NY
commercially with 135 lbs of
lead or trying to procure it there turns me off.
Ultimately, I can see a permanent tank
located in the
forward compartment and a transfer pump allowing easy loading or
unloading of water ballast. But that is in
the future. (Has anyone in the SeaBee world done that???)
Come crunch time, I shall load the
plane per my
calculations, make several high speed taxi runs down the runway testing
elevator control effectiveness, and then attempt a takeoff if all has
gone well. Then climb like a home-sick
angel to at least 1000 ft AGL, just once around the pattern, land and
check everything for leaks, etc. I will probably try an
hour or so of touch and goes before
leaving the pattern and heading for CA.
I’m not real eager to be a test pilot
but I’m not sure I
have a choice. That first take-off has to be made eventually. Lou has suggested that I take the plane apart
and trailer it to CA. (Where is his sense
of adventure?) And if my calculations are
correct, I’d rather make that first take-off from a 6,000 ft paved
runway in very cold air than from the 2200 foot dirt strip here at the
ranch in warm weather.
I will review my calculations with my
IA friend here in CA
(that’s an A&P mechanic with an inspection authorization) who
is familiar with SeaBees. When I told
him earlier that I calculated that the plane needed about 135 lbs of
ballast, he commented “That’s about right.” So
I think I’m in the ballpark.
Anyhow, should be an adventure. The
Franklin engine has a bit of a reputation for unreliability and ...
especially ... for throwing oil. In fact
one magazine reviewer suggested that “While it may be more
efficient simply to pour oil on the vertical fin and elevator, it
should pass through the engine once.”
GFT
Encs. Endless
weight and balance calculations ad nauseu
====================================
March
30, 2006:
To Steve:
Frank was very helpful.
Good 20 minute conversation. I will
continue to pursue the cable problem with him. I was back in NY
Sullivan county airport for two weeks working on plane( it hasn't
flown in 6 years following an accident). Fixed a lot of
stuff. Made several adjustments, obtained ferry permit from
FISDO. will forward trip report. No one on air port has
SeaBee experience. So must teach myself to fly it. Question
about C/G and ballast. I will fwd trip report.
Galen Tustison
====================================
Local
mechanic on field who knew previous owner and condition of airplane
won't sign off an annual inspection. "There's not enough money",
he said. So the flight will be conducted under a special FAA
ferry permit.
====================================
The NEW
Current Operating Plan (About April 2, 2006)
Bladder now
repaired (two holes, no gaskets where there should have been... no
wonder it leaked), return to NY 5 Apr, install bladder, put fuel back
into a/c, teach myself how to fly the mutha (no one at field has
SeaBee experience, a/c has not flown since accident 6 years ago).
But then I won't be the first self-taught pilot. After all, who
taught Orville how to fly??? He learned by careful
experimentation. Me and Orville. What a thought!!!
So plan is
more high speed taxi runs down runway ( 6000 feet l x 200 feet w ) to
get feel of a/c and see if C/G is truly in the window. I've
already done this several times but with each attempt resulting in
brake failure, severe steering problems, inadequate takeoff power, or
some other calamity. The last attempt I glanced over to the left
and saw the crash truck standing by.
(I was later
told not to have a second thought about the crash truck. "Charlie
doesn't have a lot to do anyway." So I'm the local excitement.)
All this in
+10 to +20 deg. F wx. Uck!!!
Route of
flight is going to be straight south to warmer wx, missing P-40 (a.k.a.
Camp David) and the Washington ADIZ ( that's Air Defense
Indentification
Zone, wherein if you stray, you are intercepted by F-16's and become
famous immediately.) A bit of a navigational challenge 'cuz no
radios in plane. If I fly low enough I can follow an interstate
and read the road signs.
Straight
down toward Atlanta, then turn right missing the mountains, thence to
KADS (Dallas TX) and on to CA76. Co-pilot seat is empty.
Interested?
G.
====================================
Apil
12, 2006
From: combysatrm@aol.com
To: combysatrm@aol.com
Date: Wed, 12 Apr 2006 21:01:03 -0400
Still
alive after two SeaBee takeoffs and landings.
Departure out of Sullivan County AP, NY memorable for
incrediby poor crosswind technique. Successfully missed all
runway lights and windsock, but close call with hangar roof.
(Turns out backward facing engine needs LEFT rudder on takeoff, not
right.)
Crash
trucks at TTN (Trenton Mercer County AP, New Jersey)
unnecessary. Wheels were down, but no green light. Since
fuel leak/bladder problem solved earlier, minimal risk of fire.
A/C following on approach to 24 did complain about oil mist clouding
windshields due to leaking SeaBee ahead,
Tomorrow,
Thur 13th (if Fri 13th probably would stay on
ground), depart for Frederick MD 120 miles to check for fuel/oil leaks
and have lunch with friend.
Thence
further southward, turn right just N of ATL toward
big D.
God
willing (and enough AeroShell 100) ...
GFT
====================================
April
16, 2006:
Subject: SeaBee
Trascontinnental Flight, Leg 14, phase 1
Easter Sun (2006) , Easley South Carolina ... still alive
... but
airplane (at Statesvill NC ) is not well ... severe excessive oil
consumption, now throwing 3-4 qts per hour. Virtually zero rate
of
climb out of Burlington NC (BUY). WOW!!!
Highly unlikely able to achieve min 5000 ft altitude
necessary to
cross continential divide near Benson AZ. If just taxi on I-10
westbound, will need clearance from AZ Highway Patrol.
Conference w/ mechanic at SVH Mon. Possible
application to AZ
Highway Dept to follow. Possible top O/H for plane (and pilot) to
follow.
More later.
G.
P.S.
Unfortunately on 14 Apr clipped corner of
Washington ADIZ (P-40. See above),
intercepted by BIG black POLICE helicopter. F-16's too fast to
escort
SeaBee. Mucho airiel chatter on 121.5. Phone calls from
Secret
Service and FAA waited for me upon arrival at Orange County a/p, VA.
More later...
====================================
20 Apr 2006
I'm
back at the ranch (CA76) after
massive oil leak (5 qts in 1 flight hour) caught my attention in
NC. A/C on final approach behind me reported IFR condx due to oil
mist.
Prop
went to shop for O/H today in
NC. Mech / IA at SVH ( Statesville, NC) delightful guy. I
told him I wouldn't charge him anything extra for him being allowed to
work on my SeaBee. And this guy has been around. He
actually has an O/H manual for Eiseman magnetos. But I question
his experience with them ... no dirty thumb prints on the manual
pages. But I can fix that. ( I will secretly make a
copy when I have a chance.)
SeaBee
generates a lot of interest
wherever I land. Secret Service, county Sheriff, FAA, plus a few
others. At FDK ( AOPA HDQ but Phil wasn't there ), a guy walks up
and tells me he worked on that airplane. Oh, I sez, u have CB
experience??? No, I worked on THAT airplane in 1988 at a
seaplane base in NY. Next thing I know, he gives me names of 4 or
5 CB pilots / mechs with knowledge / parts / etc. Perhaps there
is hope.
Prop O/H
nominal one week, if you
believe prop shop. I have planned for 2 weeks 'cuz I'm a
non-believer. Best laid plans of mice and men, etc.
I
will
contact friend at Hartzell
Prop, Kevin Ryan, yes that's right, Kevin, you !!! ... and I still
don't have FISDO approval for the Swift prop change after just 6 months
) for O/H manual for HC-D2-V20-3 with AV129 hub and blade model L8433H
S/N B68206 and 99554, clamp S/N E2079 and G(?)2212 so I can
provide extra quality control / quality assurance for prop shop.
I was VERY concerned that all 10-32 fillister head screws
around prop shaft packing gland were just too damned short and,
although safety-wired, not tight with mucho oil leaking.
Gunna dig in
my heels on this one, even if
it means my
changing out hardware after prop shop is done. (Damn it all, why
isn't Bernie here to help? What is the area code for
heaven???????????)
I will try to
find Franklin engine rocker box cover gaskets
/ push rod tube seals in meantime. I will change out ALL upon
return to NC. I have made outline of one good rocker box gasket
and will cut out new ones out of cork (a good cocktail hour
activity ) as necessary. Push rod tube gaskets more
problematical, but ACE Hardware has everything, or so I am
told. (If
anybody has any suggestions here, I would appreciate.).
Now that wx
is warming up,
engine baffeling is more
important. (In 20 deg F NY wx, who cared.) So will take
baffle tape and drill / pop rivets / back-up aluminum / sheet metal
cutters along for next leg of trans-con flight. Also, outside
VHF comm radio antenna works worse than rubber
duckie on hand-held transceiver. Perhaps time for new outside
antenna??? What is Chief Aircraft phone nbr? Suzanne, I
need you.
Garmin GTX320 xpndr and enc
altimeter seems to work
well. BIG black police helio (see earlier report ) was able to
find me easily when I apparently busted Washington ADIZ.
Seriously, though ...
I have now
survived 8 (let's say that
again, EIGHT ... one
more time ... EIGHT ) take-offs and landings. in CB. That
first T/O was tuff ... long talk with my omnipotent copilot before that
one. Crash trucks appeared on only the first two. T/O and
landings get better each time (fewer bounces, less frightened
pilot, crash trucks no longer expecting excitement ), probably
because now the ASI works and slow learning, semi-retarded ( retired ?
) pilot is beginning to realize where horizon should be on
windshield.
Poor guy
never got check out in CB,
never flown one before, all potential instructors in FL where it was
warm. He justified his lack of formal instruction by repeatedly
asking himself ... "Why taught Orville how to fly??? (Turns out
proper horizon position is just between to
bug splashes on windshield. I haven't let anyone wash the
windshield since I discovered this important ... essential ? ...
fact.)
Upon my
forthcoming return to NC and
N60CB, I plan is to
install prop, solve remaining oil leaks, clean up engine baffeling,
attempt to climb to at least 5000 feet (over suitably low terrain and
avoid all those damned high towers ) so that AZ highway dept permit for
taxiing on I-10 near Benson not necessary. If all that comes
together and oil consumption ( leakage ) is within realm that only
moderately wealthy Arab oil shiek can afford, then "Off we go, into the
wild blue yonder ..."
GFT
P.S. To all of you who
have taken out term life
insurance policies on me, I'd renew them for another month or so.
I intend to do same with FAA ferry ( fairy ??? ) permit.
But
I'll bet you lose !!! I hope.
G.
P.P.S. Darcy,
are you ready for your
flight test? I was in Detroit yesterday at DTW waiting for
you. To all others ...
copilot seat still not occupied by mere
mortal. Anyone interested?
===========================================================================
7
May 2006
Yup,
I guess I'm a glutton for
punishment for buying the
SeaBee. But I've always wanted to land in the water ... in the
same aeroplane ... twice.
Prop
status: Disassembled
by H and H Prop Service,
Burlington, NC. Blades OK, clamps WAY under minimum
thickness, bearings tired, hub ancient.) Unable to find used
airworthy parts. So ... expect an order for new clamps, bearings
and hub from them first thing Monday morning. I'd appreciate it
if you could beat up Jim Brown and get me a special good-guy
price. ( This transcontinental ferry flight is turning into a
expensive affair.)
Pilot
status: I have
reservations on US Air San Diego
to Greensboro NC ( via Philly ... that's right Jan, Philly ... but just
to change planes) on Wed 10 May. ( US Air was just $500 cheaper
than American so no overnight at DFW, even with the voucher ... sorry
'bout that, Fred.)
Arrive prop
shop Thur to watch
assembly of beloved
prop. Renew ferry permit with local FISDO. Transport
prop to aeroplane Fri which is still parked at Statesville, NC
Regional airport, I hope. Install prop, chase remaining oil
leaks, install new VHF comm antenna. Depart Sat or Sun for Easley
SC. If successful, proceed cautiously to Athens GA and points
westward..
If
you need help beating up Big
Jim, let me know. I
know some folks in the Mexican Mafia.
"Preciate
your help."
Galen
F. Tustison
P.S.
For those of you who
have been following the oil
leak saga ... It dawned on me that the engine sits at a very
different angle to the horizontal whether the plane is sitting on the
ground or flying. Prob 'bout a 15 degree angle difference.
( Interesting that the engine oil dipstick is calibrated on one side
for "LAND" and on the other side for "WATER" to account for this
angular difference.)
No oil leaks
during ground test
run. But mucho leak in
flight. Maybe jack up
rear of plane
for future ground runs?
Hmmmmm!!!
====================================
May
8, 2006
At the suggestion of one the IRSOC members, I contacted REAL Gaskets in
TN who purportedly makes gaskets for Franklins. "Oh, yes we make
gaskets ... but not for the 215 HP engine".
In the meantime however, when viewing a page on
their web site, I saw a pix of a rocker box gasket with a pressure
gauge on the rocker box allegedly showing that their gaskets hold up
under pressure.
WOW!!! what an idea! Does that mean that I
can pressurize the crankcase of the engine and look (listen) for oil
leaks? Sure would make sense if it works. This means I can
leak check without running the engine.
So that's my next step. I purchased a
natural-gas-pipe-test-pressure-gauge-and-pressurize-the-pipe-and-see-if-the-pressure-gauge-drops-so-there-must-be-a-leak
type instrument at Home Depot for the princely sum of $9.67.
I will buy pipe adapters on site in NC when I get
there. Perhaps I will take along a bicycle hand pump so I do not
OVER pressurize the crankcase and blow any seals.
I'll keep you posted as the leaks are plugged.
And now I must try to renew the special ferry permit.
GFT
====================================
May 10, 2006
Just got off the phone with a very nice lady in the
Portland (ME) FSDO to discuss my busting the Washington ADIZ. Min
suspension that FSDO inspectors are allowed to recommend is 30 days,
but FAA legal staff can reduce it from there. (I'm not holding my
breath.)
Next step: my preparation of a Statement. Then
FAA legal staff review, possible informal conference, FAA decision,
appeal to administrative law judge, appeal to NTSB, appeal to George,
followed by escape to foreign country. (With the Bee, I can
hide out on a remote lake in Canada.)
G.
====================================
May 10, 2006
Re: Seabee Ballast weights
Great idea! A friend also suggested SCUBA diving
weights. Both good permanent solutions.
My temp solutionof auto antifreeze has, so far, worked out
well, is reusable, and I got a discount on the quantity buy because as
I reminded the store manager, it was at the end of the winter
antifreeze season and I was helping him reduce his inventory.
I leave for NC and the BEE in three hours.
G.
================================
Sent: Mon,
29 May 2006
17:43:59 -0400
Subject: Hola
Hola TTF,
Where are you????? Where
is the Seabee?????
Jan
Greetings
from Dallas. Spent 6 days in Cylacauga AL chasing oil
leaks. (Bet you
can't even find it on the map. Hint: 41 miles SE Birmingham on US
280.) Long, but successful chase. Flt from AL to Big
D was 8 hours
and used less than 1 quart of oil total. Found fundamental design
problem in fuel pump, of all things. $100 million class action
lawsuit
(against GM and AC Fuel Pump) to follow.
<>
Plan to leave KADS
(Addison TX) crqck of dawn tomorrow Wed. Overnight El Paso or
Demming NM, on to so Cal Thur.
Also
found partial explanation of mediocre take-off performance. T/O
perf
now better, but no rocket ship. Still working on that.
Perhaps a
rocket or two might help.
<>
Probably no need to
extend term life insurance policies beyond 15 June.
Co-pilot seat still
unoccupied.
G.
Chris, please fwd this to
Nathan 'cuz, once again, I have lost his address.
G.
===================================================================
20 May 2006
Saturday 20 May
On the ground at Pikens County A/P SC. Minimum oil
leak ... will
trace tomorrow. Severe TST watch right now. Prop still
leaks oil.
Kevin, more O-rings??? Another prop shop???
Sorry I didn't make it to AL SeaBee fly-in.
I can not say enough good things about the folks at
Statesville
airport/ Iredell Air Care / especially and emphatically Jones
Barnes.
Truly a gentleman, generous and hospitable in the best,
finest Southern
tradition.
But Jones, I'm gunna get even with Jack.
GFT
***********************************************************************************
C B P R O P E L L E R
______________________________________________________________________________
There once was a Sea Bee propeller,
That leaked out oil all over this feller.
A little drip
here, another drip there,
There just
wasn’t any oil left to spare.
“Whoa”, he said, as he grounded his Bee,
“A nearby prop shop, there must be!”
For a small bag of gold, so I am told,
The new prop is better than the old.
“Nary a drip”,
the FSDO man said,
And
renewed the ferry permit which then read ...
“Good
for flight wherever your destination may be,
Good for
flight in your now-drip-free Sea Bee.”
- composed at an airport somewhere in North Carolina
during moments of
despondency and despair
while, hopefully, awaiting
the parts to rebuild
his notoriously leaky prop.
(actually I’m beginning to worry about this guy ...
mental soundness, and all
that)
====================================================
30
May 2006
Kevin,
Thanks for the info and drawing. After a week on the
ground in
AL, I am convinced, and my fix seems to bear me out, that while
the
prop might leak a bit of oil, along with the servo valve, the VAST
MAJORITY OF OIL IS COMING FROM THE INCOMPETENTLY DESIGNED AC FUEL
PUMPS. There is simply nothing positively compressing the gaskets
in
the pump housing. Any compression acheived depends on the
body casting
flange to not bend under stress, a risky, inadequate, uncertain
assumption. And guess what ... the flange bends. Everyone
in AL
thought I was crazy, but I installed my hand-machined spacers
(supports) and oil leak has dropped from 5 quarts per flight hour
to 1
quatr per eight hours.
Subsequent to installing my spacers I just happened to see a
newer
AC fuel pump lying on a workbench. Guess what? The more
recent body
casting incorporated my "spacers" in the body casting. My, my, my!
Of course AC didn't bother to tell anyone about the design
change. I'll fix that upon return to CA.
I think Franklin engines and Hartzell propellers have taken
a lot
of heat and abuse over the years for oil leaks that were not their
fault.
Personally ... yes I was on my last legs. Nothing I
did seemed to
improve the situstion. I cured a lot of little leaks, but the
gusher
remained. The mental and physical stress ... and add some good
old
summertime heat ... working outside w/o any shade for 8 hours one
day.
Yup, the end of the line.
Then the fuel pump spacer solution. People looked at
me as though I was crazy when I said ... My fuel pump is leaking oil.
I have been very grateful for my rest stop here in big
D. Arrived
7 pm Sun eve, slept fitfully, two naps on Mon, just 12 hours sleep last
night, one nap so far today. Finally getting fluid to pass
through my
body, regained a bit of appetite, rested and ready for bear (no
not
that Baer in Denver ... need even more energy for that!).
So off I go into the wild blue yonder tomorrow very early
AM.
Westbound, hopefully over the next big challange ... the continentinal
divide. Would like to get to El Paso of Demming NM (good motel w/
excllent Mex restaurant near the a/p) tomorrow, on to so CA Thur, again
very early takeoff.
Thanks again for your patience and help, young man. I
think I now owe you TWO big steak dinners.
Galen Tustison
=========================================================================
June
4, 2006
The SeaBee Is Home
<>
After 31 flights totaling 41 flying
hours, SeaBee N60CB has landed at the Flying T Ranch (CA76) just east
of Ramona, CA. The aircraft departed Sullivan County airport NY
(KMSV) on 11 April and arrived at its CA destination on 4 June.
The 60 year old Republic SeaBee
Model RC-3 consumed just over 600 gallons of aviation fuel and 21
quarts of oil. Major oil leaks were solved in Statesville NC,
where the prop was overhauled, and Sylacauga AL. From Sylacauga
AL westward to its California destination, the Franklin engine used
only three of the 21 quarts.
The aircraft achieved a maximum
altitude of 5200 ft AMSL crossing the continental divide in southern
New Mexico and a minimum altitude of 54 feet below sea level at
Imperial CA where it landed for fuel.
Enroute the air speed indicator, the
wet magnetic compass, the oil pressure gauge, the oil temperature
gauge, and the hydraulic system for raising and lowering the landing
gear and flaps failed.
The pilot would again like to thank
all those folks along the route who were so helpful and
hospitable. Without your help and support it would not nave
happened.
The flight was conducted
in memory of Jerome E. "Jerry" Hoke, perhaps the world's best
flight instructor.
To honor this old bird and its
successful flight, a ceremony will be held at the ranch at 10 AM, July
4th to christen her "Queen of The Oceans". President Bush,
Administrator Blakely, and Governor Schwarzenagger have been
invited. All recipients of this announcement are also invited.
GFT
