Dil52's Cape to Cape Flights in the Golden Age Northop Gamma 2A

[Dil52]

A samll crowd has assembled early this morning, the GlennMiller Band is playing “In the Mood”, and a featured celebrity guest is at hand, which all eyes are focused on at this time. She is none other than Betty Boop!

We’re about climb into the Gamma 2A “Sky Chief.”
There's no sense in posing for pictures, they don’t even notice me. J

I’m checking my equipment such as gloves, boots (no spurs), helmet, goggles, scarf, hankie, a pair of pliers, E6B, an aviation sextant, kneeboard, and a set of maps, sketches, and notes showing all possible routes, fueling stops, and bonus airports between the Capes.

I wet an index figure and by holding it straight up in the air confirms a slight breeze out of the south west at about 214 degrees, which is also showing on the wind sock down along the runway. The sky is mostly clear blue with a few white cumulus clouds dancing along the horizon to the south.

We heard on a ham operators Hallicrafters SX-9 'Super Skyrider', which he had set up in the terminal, that the weather in Stockholm is rain with a 1000 foot ceiling. Nothing severe the flight's a go!

Flight 1 ENHF - ESSB

[Dil52]

Both my mechanic and fabricator told me to do some more testing after they added the cargo bay, but me, OH NO!, I know better. I’ll be fine. After all, I did most of the testing of the Gamma 2A on this very flight and never came up with less than 6% fuel when landing at ESSB.

But today was a different scenario.

First of all I had a 20 to 25 knot head wind blowing squarely up the pitot tube the entire length of theflight.
Secondly the top speed at FL10-11 was more like 197 KIAS today. I’d been averaging 203 KIAS or better before the retro fit of the mail bin had beenadded.

In an attempt to make it to the required AP ESSB I let the plane run completely out of fuel, turned to approach RW 1L at ESSA and came up short and landed on Sweden’s Highway E4 right at rush hour.
We were dodging telephone poles and Volvo’s were running into each other and off the road all over the place!

I guess we know the range, time and fuel envelope of the Gamma 2Aa little better.

It was a total mess, but we got to within 1.9 nm of ESSA, which gave us a valid Duenna and landed with no mechanical damage......most pilots would call that a success....a walk away landing!

OK, to make a long story shorter.

I did not make my refueling airport and thus have penalty for needing to refuel at unprepared ESSA.

Penalty 5 hours.

http://fs-duenna.com/flights/ShowFli...01pi6RndC990Q4

FlightLog_19-30-44.TXT

Time to regroup and continue on.

[MM]

Ouch.

Technically, you could also declare this a "crash". Take the one hour penalty, return to Hammerfest and re-fly the leg (not counting the initial time in your flight log.) A lot less costly than taking a 5-hour penalty plus the already accumulated flight time.

Also...

We are now considering giving pilots a "one time" reduced rate on crashes for their first leg. The proposal is now sitting on Miss Nellie's desk. You never know with Miss Nellie...

--Mike

[Dil52]

Ouch.

Technically, you could also declare this a "crash". Take the one hour penalty, return to Hammerfest and re-fly the leg (not counting the initial time in your flight log.) A lot less costly than taking a 5-hour penalty plus the already accumulated flight time.

Also...

We are now considering giving pilots a "one time" reduced rate on crashes for their first leg. The proposal is now sitting on Miss Nellie's desk. You never know with Miss Nellie...

--Mike

Thanks Mike,

I was thinking about your first scenerio and, after reading the rules again carefully, I thought it would probably have been better to have crashed than to dead stick the plane onto the the highway. What happened was incredibly awesome in a bad way of course.
Perhaps Just 1 or 2 minutes more of fuel or a couple thousand feet of glide altitude may have gotten me to ESSB.

At one point in time, about the middle of the flight (at 100 minutes), I slowed down to under 140 knots thinking perhaps the landing gear was down, because I didn't hear it raise after take-off. The reason being is that I couldn't get her up to, or slightly over, 200 knots at cruise.
I'm not sure whether Duenna squelched the sound as I didn't hear it come down when I lowered it either. I had no idea whether I was going to see sparks or if it would land on the gear when I touched down. As it turned out the gear was working and the sound was not.

I'll probably take the declared crash option and refly the flight.


If there's is indeed, a one time reduced rate on a crash on the first leg, then I'll put a couple Jerry cans of fuel in her, fly the 18nm from ESSA over to ESSB, which is prepared with fuel tanks, take the penalty, and be on our merry way once again.
I'll do a, just in case, flight from ESSA to ESSB now. If the rule doesn't change then I'll refly the whole flight. I think I can make it this time if I watch the weather closely and pick a day when the breeze is out of the northeast rather than the sou'wester I we had yesterday.

Making the "just in case" flight now.

[Dil52]

Provisional, tentative, Leg 2 from ESSA to ESSB, Arlanda to Bromma.....just in case!


http://fs-duenna.com/flights/ShowFli...8TSmB55MWXm9v8


FlightLog_05-35-18.TXT

[MM]

Fred,

Just got out of Miss Nellie's office. Came in through the opaque glass door and put the "first-leg crash" proposal on her desk. She smiled as she opened up the manilla folder and started to read. And then she stopped, turned in her swiveled chair and stared out the window into the dark wind-swept clouds above.

After a pause, she turned back and said "On the proposal, the answer is No." She shook her head slowly and then added, quietly but firmly, "No one said that this would easy."

So no change.

--Mike

[salt_air]

Looking Good here brotha Fred!


I expect to here the whooosh any day now of that Northrop breezin' past.

Well ... I mean if we taking the same route that is ...







Good luck buddy!

[Dil52]

Looking Good here brotha Fred!


I expect to here the whooosh any day now of that Northrop breezin' past.

Well ... I mean if we taking the same route that is ...







Good luck buddy!

I don't know about catching you, but we have enough time to make one more short flight today into Frankfurt and then we'll be preparing for the Alps flights.
I wonder if the weather is better in Alps than what I just encountered in Northern Germany.........April showers might bring May flowers, but there's a draw back for pilots hand flying the Alps...........it could get very exciting indeed!

I'm not absolutily sure what route I'm taking at this time.
I'd really like to fly the Trans-Sahara for the navigational challenge, but am leaning towards taking that mail run bonus.

Isee you’re at the point of making the big decision.

Good luck,

Fred

[Willy]

Dil, When I started my Alps run last night the weather into Bolzano was excellent. Which leads me to believe that it was a trap to draw me into the mountains.

[Dil52]

Dil, When I started my Alps run last night the weather into Bolzano was excellent. Which leads me to believe that it was a trap to draw me into the mountains.

I know what you'fe talking about Willy,

Mountain weather is fickle. It looks nice one minute, but can turn on ya quicker than a raging bull.

It seems the skies are blue, the clouds are white and puffy, and as soon as I descend into an airport it gets as thick as soup!

I see you made it! Nice flight and camera shots. I like the one on the tarmac with the snow covered mountain peaks in the background.

Keep up the good flights.

[Dil52]

Now that my goggles are thawed from my cheeks it’s time to take a break for the night.

I thinkI’ll catch a ride down to one of those places they call Gardens alongthe Rhine and have a couple of those good German barley waters that they talk about.


http://fs-duenna.com/flights/ShowFli...RTTI4tsxQnPPlk
FlightLog_17-10-01.TXT

Commerzbank Tower and Frankfurt Rhine Main approach

[Dil52]

Thanks Moses

I'm afraid I used up the 15 minutes bonus while lost in the fog.
I so stressed after forgot to take a screen shot of the flight anaylsis.
There were a few circles and a tight 180 degrees turn after flying up a box canyon.



We're heading to Marsielle this morning.

The weather looks about the same this morning, from the field here in Interlaken, as it did last evening.
FS Real WW shows 4 big blue "L's" and reads "Broken Clouds, vis. 5nm"...........I'd like to know where that is.



Dil52

[salt_air]

You put in some OT yesterday .... Great Job!


Welcome to Africa .... Good luck over on the coast!

[Dil52]

As I was researching statistics on the Gamma 2A I decovered that the maximum gross weight of the Texaco No. 11 was 7000 pounds.
The maximum gross weight I’ve been flying with so far in the race has been 4490 w/o mail and 4690 w/mail.
Obviously the additional weight was for fuel so I've made some changes to increase the range.


SOH Committee
Too whom it may concern,

As you can see below the Gamma 2A’s empty weight is 3500 lbs and gross weight 7000 lbs.
The actual weights in the config file in the FS model are 3300 and 7100 lbs respectfully.

I would like to request an approval for some more changes and alterations that I’ve made to the Northrop Gamma 2A.
None of these changes have improved the performance of the aircraft.

These are the changes I've made:.
Increased the capacity of the 2 original tanks from 85 gallons each to 96 gallons each, added three wingtanks (left, right, and center) and another auxiliary (center tank) for a total fuel capicaty of 508 gal (3048 lbs.)
(Note: These total fuel amounts add up to be less than the original as I plan to retain a mail bin and allow for a slightly heavier pilot as well to fall short of the Gamma’s 7000 pound gross weight requirement).

xxxxxxxxxxxxxxxx
Researched website:

Northrop Gamma 2A Sky Chief Statistics
From the website http://kcbx.net/~mhd/Passions/Northrop/gamma.htm
S/n 1, Gamma 2A, Texaco No. 11 "SkyChief"
Single seat.
Engine: 14 cylinder, twin row Wright Whirlwind GR 1510, 785 hp @ 2,500rpm at 8,000 feet, gearing 8:5,
Propeller: 10' 3" Hamilton three blade, fixed 31.5_ pitch.
Weight: Empty; 3,500 lbs.; Gross; 7,000 lbs.
Speed: Maximum, 248 mph @ 7,000 ft.; Cruising, 220 mph.
Range: 2,500 miles
First flown: December 3, 1932
Delivered: The Texas Company, December 17, 1932 for $40,000.
Pilot: Frank Hawks. Record: Nonstop L.A. to N.Y., June 3 1933, 13 hrs.27 min.
Sold to: Garfield "Gar" Wood, August 21, 1934, renamed "KinjocketyIII"
Pilot: Joseph Jacobson.
Status: Exploded September 4, 1936 near Stafford Kansas, during N.Y. toL.A. Bendix Race.

xxxxxxxxxxxxxxxxxxxx

From Paul Clawson’s CFG Files
[General]
editable=1
performance=Weight:Empty 3300 lbs Gross 7100 lbs\nSpan:48' \n Length:29' 9"\n Speed: 200 mph cruise, 220 mph max\n Ceiling:24500 ft \n Power:700 hp Wright Whirlwind\n Designer: P. Clawson\n Date:6\2006\n
// ACM V2.5
max_gross_weight =7100
empty_weight =3300
cruise_speed=200
max_indicated_speed=304
max_mach=0.46

Note that I have changed the cfg file to a max gross weight of 7000 and an empty weight of 3500 as well.
I reduced the total weight 100 pounds anad increased the empty weight to 3500 to account for the weight of the empty tanks as fopllows:
max_gross_weight =7000
empty_weight = 3500

Test results, using the AFSD program.

Northrop Gamma 2A Sky Chief, AFSD test results
As required by the rules these figures remain the same:
cruise_speed=200
max_indicated_speed=304
max_mach=0.46

Sea level (500 feet)
Full Tank: KTAS/ 219, Range 1692
Half Tank: KTAS 223, Range 842

Critical Altitude 5100 feet test results
Full Tank: KTAS/MPH 215, Range 1729
Half Tank: KTAS/MPH 220,Range 875

Illustrations:


Any consideration of approval reguarding this request will be appreciated!

You decision will be respected,

Dil52

[MM]

Fred,

We dare not approach Miss Nellie with this one. We're afraid that she'll throw a fit – or something heavier, like a rule book.

Seriously, participants may not change the flight dynamics of the aircraft at this stage. Those flight dynamics include the plane's combination of speed, range, altitude, agility, stability, and so forth. That is the rule. You will understand that in a competitive environment, even in one so friendly and mild as this, we cannot have pilots tweaking their aircraft to suit their needs.

The Paul Clawson Gamma is a particular representation of the Northop Gamma 2A. You are right that it does not have the fuel capacity, and thus the range, of Frank Hawks' plane--but it is also a great deal faster than the original aircraft. (Our own research suggests that the performance is much closer to the speed of the specially-powered Howard Hughes transcontinental record-holder, the Gamma 2G owned by Jacqueline Cochran. For that effort, Hughes installed a different Wright engine and added extra tanks.) The Paul Clawson model might not have the same range/performance that other designers would incorporate, but it is the model that we approved for the White List.

That said, the Clawson Gamma 2A is very competitive in our field of aircraft – it might be the fastest racer. However, it asks for some strategic planning about how to balance speed against range for different sorts of legs during the course of the event.

Hope this helps,
The Committee

(BTW. We did do some extra research on the Northrop Gamma, and Paul Clawson's attractive model, because it is both the fastest aircraft in the race and also faster than the original. We decided to keep it on the White List because the Gamma is an airplane of real historic interest and character. The limited range compensates for the extra speed to prevent it from simply blowing away the competition.)