Tumgik
#Ryan NAVION
chadscapture · 2 years
Text
Tumblr media Tumblr media
Ryan Navion
0 notes
maxgain · 3 months
Video
youtube
Landing the Ryan Navion at Meadows Airport in FSX
0 notes
airmanisr · 3 years
Video
1948 Ryan NAVION A N459IK
flickr
1948 Ryan NAVION A N459IK by David G. Schultz Via Flickr: Dave Desmon
10 notes · View notes
Photo
Tumblr media
Ryan Navion
0 notes
pbsflight · 5 years
Photo
Tumblr media
My latest toy. A Ryan Navion 205. #ryannavion #vintageplane #generalaviation #ilovetofly #xplane #xplane11 #airplane #flightsimulator #pbsflight #sundern #sauerland #hsk #nrw https://www.instagram.com/p/Bw7coA4B0NY/?utm_source=ig_tumblr_share&igshid=1styl0si8rbc
0 notes
flightsimcom · 5 years
Link
0 notes
jacewilliams1 · 4 years
Text
A long ferry flight: the Bermuda Triangle, icing, and more
The Bermuda Triangle, also known as the Devil’s Triangle, is a loosely defined area between Bermuda, Miami, and Puerto Rico. There have been many cases of ships and aircraft along with their crews mysteriously disappearing with no trace. There have been theories from plausible to ridiculous, including it being occupied by aliens from outer space. The following account is from personal experience.
In January 1987, I was asked if I would ferry a 1948 model Ryan RA-1 Navion from St. Croix, where I lived, to Boone County Municipal Airport in northern Indiana. I agreed to do it for no remuneration, except expenses, as I could move several hundred pounds of my personal belongings back home to Tamassee, South Carolina, and spend a few days there. An air traffic controller accompanied me, as he could get home to Evansville, Indiana, for a few days.
The route of flight would be: St. Croix–Isla Grande, Puerto Rico–Borinquen, Puerto Rico–South Caicos, near Grand Turk–Georgetown, Exuma, in the Bahamas–West Palm Beach, Florida–Perry, Georgia–Anderson, South Carolina–somewhere in Kentucky–Boone County Municipal Airport, Indiana. All would be fuel stops. Approximately 2,200 miles—what an opportunity for adventure.
Flying in the Caribbean before GPS was a serious navigational challenge when clouds covered those beautiful blue waters.
Landing at South Caicos required full cross-controls to keep the aircraft straight on the runway—full left aileron and full right rudder. The crosswind was that strong. There was a radio link to Miami Flight Service on 118.4 MHz, where I could get a weather briefing, file a flight plan, and check Notices to Airmen. We fueled up and filed an IFR flight plan to a radio fix south of Exuma. The aircraft did not have a LORAN receiver and GPS was not available to civilian aircraft yet.
Estimated flight time was two hours, and after an hour the Great Inagua homer was out of range, as was the Grand Turk VOR. We were now dead reckoning, compass and clock. After two hours, Nassau Radio should have been loud and clear, but both radios were stone dead—nothing heard.
We had been on top of an overcast and after descending below it and breaking out about 700 feet above the ocean, all we could see was gray ocean in every direction and huge whitecaps coming from the west. We were off course due to the 50mph winds aloft. Two questions came up: where were we and how much fuel was left? The good news was we had about two and a half hours left.
The worst enemy is panic, which didn’t happen. We made an immediate left turn, directly into the wind, and after about 45 minutes of flying at 500 feet, an island was spotted. We located and identified it on the WAC chart and we could hear Nassau Radio. The weather was VFR, as forecast, so we canceled the IFR flight plan. We have been overdue, but don’t ask, don’t tell. Exuma was only 30 minutes away and there was enough fuel. We were about 100 miles off course due to the winds aloft. Similar circumstances may have befallen some of the missing aircraft.
The flight to West Palm Beach was normal, along with the usual rude and arrogant reception from US Customs. After all, I was re-entering my own country. Refueled and with a VFR flight plan filed for Perry, Georgia, we took off again. The view at night was spectacular along the Florida coast. As far as you could see: lights, rotating airport beacons, other airplanes. If you fly near Miami and find your intended destination, you can fly anywhere. It’s like being in a gigantic pinball machine. Passing Cape Canaveral, out of restricted airspace, we could see the Space Shuttle on a launch pad.
It had been a long day, not to mention our jaunt through the Bahamas. Perry, Georgia, was a welcome sight.
The fun was not over… yet
My friend decided to fly the rest of the way home on the airlines from Macon, Georgia. The next morning it was very cold and overcast, and rain was forecast for the area. I filed an IFR flight plan to Anderson, South Carolina, and departed. The route was to Macon, Athens, and the non-precision instrument approach to Anderson. I worked for the FAA there for over 11 years and was very familiar with that area, and there were no reported weather hazards.
At Macon, the windscreen had gone opaque. No big deal, but near Athens, it became a big deal. It was solid IFR and a thin white film formed on the wing leading edges. A weather update showed no significant weather, but the airspeed indicator went to ZERO! I turned on the pitot heat and an agonizing 20 seconds later, airspeed came back to normal. If it didn’t, depending on your level of experience, you should still be able to fly the airplane, but you had better land as soon as possible.
Ice can ruin any flight.
The windscreen defroster was useless but there was visibility from the side of the canopy. Ice pellets began to come off the propeller tips, striking the wing leading edge and windscreen. Climbing would not solve the problem.
Anderson, my destination, was the closest airport to land. Cleared for the approach, I managed to find the airport and land safely—thank heaven the gear doors were not frozen. There were no noticeable effects on the performance of the engine or flight controls over the entire route of flight. Exiting the aircraft, I noticed there was about 1/2 inch of clear ice over the airframe and the air induction below the propeller was completely blocked with ice. The Navion was equipped with an alternate air source and it opened automatically. The local FBO manager came out with his camera. Just what I need!
If you embarked with me at Perry and claimed to be an atheist or agnostic, you would now be an avowed convert to Christianity. My guardian angel had been on duty and working overtime. I hope I can make it up to him/her someday. No other aircraft landed there that day.
Are we there yet?
After a few days the weather was CAVU, ceiling and visibility unlimited. The flight to Boone County, Indiana was uneventful… except for the last ten minutes.
ATC flight following is a good deal. You are under the veil of radar control and receive advisories regarding other aircraft near you and weather. The entire area around Boone County was under a blanket of 12 inches of fresh snow. I was looking for an airport but couldn’t find it, and the controller was getting inpatient. He was in a cozy room with a radar screen and headset; I was flying an antique airplane looking for an unshoveled runway somewhere in a snow covered field.
“Airport 12 o’clock, quarter mile. Do you have it in sight?”
“Not yet, looking.” What does he think I’m doing up here?
Finally I saw a small single engine aircraft parked in what appeared to be a snow covered field. I thanked the controller very much for his patience and landed.
The owner of the Navion was there waiting as I proudly gave him the keys and expense records of the flight. I made no mention of the events in the Bahamas or in South Carolina.
Epilogue
You do something long enough and “something” will eventually happen. Most every pilot has a flight bag. In it are the headset, two D-cell flashlight, current charts, “Gedunks,” CS-G mechanical “Prayer Wheel” or electronic equivalent, etc. If you are doing any flying, single pilot IFR or night VFR, I would like to recommend one additional piece of equipment: a pair of rosary beads. No, you do not have to be Catholic to be in possession of them. If you get into a tight situation you may say you will not have any time to use them. True, but you may have a passenger who would love to borrow them. You don’t know how to use them? Not a problem. You will learn very quickly.
The post A long ferry flight: the Bermuda Triangle, icing, and more appeared first on Air Facts Journal.
from Engineering Blog https://airfactsjournal.com/2020/05/a-long-ferry-flight-the-bermuda-triangle-icing-and-more/
0 notes
mrcoreymonroe · 5 years
Text
Accident Briefs: October 2018
The reports republished here are from the NTSB and are printed verbatim and in their complete form.
BEECH A36
Dadeville, Alabama/Injuries: 2 Fatal
The private pilot was conducting a cross-country flight at a cruise altitude of 5,000 ft mean sea level (msl) in day visual meteorological conditions when the airplane experienced a total loss of engine power. Over the next minute, the airplane continued a northerly track before it began a turn to the west as the controller identified the closest public airport, private strip, state highway, and open areas for potential forced landing sites, which the pilot acknowledged. About 3 minutes later, the airplane collided with trees and terrain and was consumed by postcrash fire. All engine accessories were destroyed by fire and could not be examined except for the engine-driven fuel pump, which revealed no anomalies. The engine displayed internal and external thermal damage, but internally displayed signatures consistent with normal wear and lubrication. Tree damage at the site was consistent with a rotating propeller at the time of tree contact.
An NTSB performance specialist plotted potential glide ranges and trajectories for the airplane from the assumed point of engine power loss. About the time of the loss of engine power, the airplane was about 1 mile abeam an abandoned airport. This airport was not plotted on the visual flight rules sectional chart nor was it visible to the controller, and it may not have been readily visible to the pilot due to its location on the right side of the airplane. However, the airplane's projected glide distance and trajectories indicated that the airplane was within gliding distance of numerous open fields as well as a four-lane divided highway with a large grass median. It could not be determined why the pilot chose to forgo any of the potential suitable forced landing sites.
Probable cause(s): A loss of engine power for reasons that could not be determined due to postcrash thermal damage to the engine accessories and the airframe. Contributing to the accident was the pilot's failure to navigate to any of the available forced landing sites within gliding distance of the airplane following the loss of engine power.
  RYAN NAVION
Westhampton Beach, New York/Injuries: 2 Fatal, 1 Serious
The commercial pilot, who was the owner of the airplane, was receiving a flight review from an instructor who was not familiar with the airplane make and model. The pilot stated that they did not discuss the potential differences between the accident airplane and the airplanes the instructor typically flew before the flight. After departing, they flew to a nearby airport to perform touch-and-go landings. The pilot was performing the first approach for landing in gusty wind conditions. About 100 ft above the runway, the flight instructor took control of the airplane. The airplane landed hard and bounced back into the air. The pilot applied full engine power in an attempt to avoid a stall when the flight instructor yelled, "hands off the yoke." The airplane subsequently experienced an aerodynamic stall/spin and impacted terrain. Postaccident examination of the airframe and engine revealed no anomalies that would have precluded normal operation.
The pilot stated that the design of the accident airplane resulted in a "sight picture" during the landing approach that appeared "very steep." He also stated that, although slipping with the wing flaps fully extended is prohibited in many airplanes, such a maneuver is not prohibited in the accident airplane. The pilot opined that the abnormal sight picture observed during the landing approach and his slipping of the airplane with the flaps extended may have caused the instructor to "[feel] the need to take control of the aircraft at such a critical point in flight."
Federal Aviation Administration Advisory Circular (AC) 61-98D provides information for pilots and flight instructors to use when complying with the requirements of the flight review. The AC states that, before giving a flight review in an unfamiliar aircraft, an instructor should obtain recent flight experience in that aircraft or sufficient knowledge of its limitations, characteristics, and performance.
Although the reason that the instructor took control of the airplane could not be determined, it is likely that he felt the pilot was performing an unsafe maneuver that required intervention; however, it is possible that he interpreted the pilot's actions as unsafe due to his lack of familiarity with the airplane and its operating characteristics. During the subsequent go-around following the bounced landing, the instructor exceeded the airplane's critical angle of attack, which resulted in an aerodynamic stall and spin.
Probable Cause(s): The flight instructor's exceedance of the critical angle of attack during a go-around, which resulted in an aerodynamic stall/spin. Contributing to the accident was the flight instructor's failure to familiarize himself with the flight characteristics of the unfamiliar airplane before conducting the flight review.
  The post Accident Briefs: October 2018 appeared first on Plane & Pilot Magazine.
from Plane & Pilot Magazine https://ift.tt/2qTGvgB
0 notes
chadscapture · 7 years
Photo
Tumblr media Tumblr media Tumblr media
Peep ‘N Tamm
2 notes · View notes
Photo
Tumblr media
Ryan Navion
0 notes
jehumspotter787 · 7 years
Photo
Tumblr media
Aircraft: Ryan Navion A Reg: TG-HIS Serial #: NAV-4-1476 #NikonD3300 #GlobalSpottersAlliance #FotografosDeAviación #SpotterGuatemala #MGGT
0 notes
airmanisr · 3 years
Video
1947 Ryan NAVION N4008K
flickr
Eric Olson 1947 Ryan NAVION N4008K by David G. Schultz
9 notes · View notes
daemonexmachina · 8 years
Photo
Tumblr media Tumblr media Tumblr media Tumblr media
“The poor man’s Mustang.”
Ryan Navion / North American NA-145 at Balikatan 2016 in Clark.
38 notes · View notes
planeshots · 10 years
Photo
Tumblr media
Formation flight Sunday. Navions
70 notes · View notes