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Post by corsair67 on Mar 10, 2007 19:06:50 GMT 12
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Post by xr6turbo1 on Mar 11, 2007 9:56:40 GMT 12
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Post by Dave Homewood on Mar 11, 2007 10:31:56 GMT 12
The thing about topdressers are they may be in the background of the enthusiast's mind but where else will you see such consistant and skillful low flying? I always enjoy watching them, whether a Fletcher, Cresco or even a Hughes 500 with spray gear.
Gavin, that's one evil looking Turbo Fletcher! Nice photos chaps.
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Post by kiwi on Mar 11, 2007 15:48:41 GMT 12
Can anyone tell me what the stripes on the leading edge are for ?
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Post by Kereru on Mar 11, 2007 16:42:46 GMT 12
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Post by Bruce on Mar 11, 2007 16:46:40 GMT 12
The stripes are actually stainless steel straps holding the leading edge tanks in place. 3 straps hold each tank. The Piston Fletchers have one tank each side, but you may notice that most if not all turbine Fletchers (Walter, Garrett and P&WC) have an additional set outboard, presumably to handle the thirstier powerplants. (these pictures illustrate this difference very well) The Crescos are different again, they have integral tanks and the leading edges dont have the straps.
I believe that all the Turbine Fletchers in these pics are Walter powered ("Skodajets"), The Pratts have a different intake and the Garretts have the exhausts further aft on the cowl.
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Post by Bruce on Mar 11, 2007 16:54:10 GMT 12
Below is a P&W Cresco at Whitanga, From Phil Treweek's Kiwi Aircraft Images site - Note no Tank straps.  |
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Post by Bruce on Mar 11, 2007 22:08:34 GMT 12
Colin I was interested in the photos of CMK at Dannevirke, as there was something about the cowls that looked a bit odd. The lower cowl is not the normal 400Hp shape. I was wondering if it was one of the very rare 300hp Continental IO-520 or even rarer Lycoming IO-540 machines, although the CAA register lists it as a -950, which would make it a 400hp IO-720. Odd though... Whilst searching for clues howver I came across the Wanganui Aero Work web page - this is amazing, the best I've ever seen from a "Dung Dusting" outfit. There are HEAPS of spectacular photos, even colour ones from Tiger Moth days, and a great page with all the history of the company - I would highly recommend a visit: www.aerowork.co.nz/ |
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Post by flyjoe180 on Mar 12, 2007 6:52:34 GMT 12
Do they ever paint 'happy' faces on the nose? Or a set of lips?
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Post by Dave Homewood on Mar 12, 2007 10:25:48 GMT 12
Bruce, I don't suppose the one with the odd cowls is one of the V-8 engined conversions done in the 1990's? A few were fitted with Ford engines and Chev engines. i know Pat Monk was involved with the design work contracted back to PAC and to one of the Topdressing companies for these conversions.
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Post by Bruce on Mar 12, 2007 10:35:00 GMT 12
The V8 conversions never entered service, The Fieldair Ford (which at Cresco Cowls) never flew and was returned to standard config. Super Air's Chev example did fly but failed to reach its potential. The Walter Turbine project showed better value for money and resources were directed there. The Cowls on this machine were very chunky and substantial, to allow for the cooling radiator etc. The aircraft (BHG from memory) has now been converted to turbine power - PT6 I think.
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Post by Dave Homewood on Mar 12, 2007 11:53:29 GMT 12
Thanks Bruce. Yes, Superair was the one Pat was working on I believe, as well as working with PAC at the same time. I never did hear the outcome as he moved to Raglan then Isle of Man shortly afetr that project
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Post by Kereru on Mar 12, 2007 19:03:02 GMT 12
Colin I was interested in the photos of CMK at Dannevirke, as there was something about the cowls that looked a bit odd. The lower cowl is not the normal 400Hp shape. I was wondering if it was one of the very rare 300hp Continental IO-520 or even rarer Lycoming IO-540 machines, although the CAA register lists it as a -950, which would make it a 400hp IO-720. Odd though... Whilst searching for clues howver I came across the Wanganui Aero Work web page - this is amazing, the best I've ever seen from a "Dung Dusting" outfit. There are HEAPS of spectacular photos, even colour ones from Tiger Moth days, and a great page with all the history of the company - I would highly recommend a visit: www.aerowork.co.nz/Bruce I am not that familiar with them and I checked and didn't take any close ups as we were in a hurry to get to Napier before dark. Something I need to do is take more close ups and cockpit shots in the future. Thanks for that web site very interesting indeed and the Turkey story was quite an experience for them. Colin |
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Post by xr6turbo1 on Mar 12, 2007 19:40:54 GMT 12
This Fletcher is the oldest still flying in NZ. A few years ago I was going to do a course on operating CSU units and I couldnt quite understand the theory in the book I was reading. So I went to see local top dressing pilot Ray Patchett at his house to ask him. He had a bit of trouble explaining it to a junior so he said " Hop in the car and I will take you to Omaka and show you" Once we got there he started the engine and we went flying and he taught me that way. I had a great time and it was first ride it a 400hp Fletcher   |
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Post by Peter Lewis on Mar 12, 2007 20:28:46 GMT 12
BHJ was with Wanganui Aero Work for 26 years, from May 1955 to 1981, than with Rowley Aviation until 1993.
BHG (which was converted to turbine power in 2003) has been with Robertson Air Service/Superair since April 1955. I don't know if it's still operational but it's still currently registered and would beat BHJ by a month.
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Post by corsair67 on Mar 13, 2007 11:57:46 GMT 12
That says a great deal about the strength of those Fletchers if after 50 years they're still working in the role they were first built for.
Ag flying must be tough on an airframe; stress & corrosion wise?
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Post by Bruce on Mar 13, 2007 13:02:00 GMT 12
They're like captain Cooks Axe (3 new heads, 4 new Handles but entirely original) in that they have been revuilt so many times there probably isnt much original left. Normally ag Operators carry out major inspections / rebuilds every 4 or 5 years to keep the corrosion in check. The early machine will have also had the major rebuild to convert them to the 400hp config.
Since the 1970s there have also been some amazing corrosion control paints, sealant and penetrating sprays available which have been extensively used on Fletcher and Cresco Airframes, greatly slowing down the deterioration. Even these old Fletchers are therefore in great shape.
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Post by Peter Lewis on Mar 15, 2007 20:39:10 GMT 12
. . . . where else will you see such consistant and skillful low flying? . . . Remember Bill Hewett? Topdressing/rabbit baiting in a Tiger Moth in the 1950s - open cockpit - around the Invercargill area - in the middle of winter - up to 10 hours a day (no hours limitations then) - and if he didn't gat the job finished he'd often work on after dark. Night-time aerial topdressing - imagine the reaction of CAA if that happened now! |
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Post by Dave Homewood on Mar 15, 2007 21:33:13 GMT 12
Wow. That's crazy stuff. I've never been as far south as Invercargill but I imagine it's not all flat too.
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Post by Bruce on Mar 15, 2007 22:40:11 GMT 12
I recall when working at Aeromotive we looked after ZK-TMN, the first PT-6 Cresco. I had the task of entering the flight hours into the computer to update the component lifes etc. It was not uncommon for this aircraft to run up days with 9.5hrs (sometimes more) flying time, 2 starts, 130 landings - considering that each flight was carrying nearly 3 tonne, and the 2 starts allows only for a brief lunch stop, thats a busy day. I have the utmost admiration for Ag pilots - its a tough days work.
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