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Nile Kinnick correspondence, March-October 1943

1943-04-05: Page 03

Next we turned up the engines on the ground for one hour, checking the prop control in all positions and testing the magnetos carefully. Bill decided that his plane was ready for flight, but I found that my "rpms" fell off about 200 at take off manifold pressure in full low pitch, indicating that something was wrong with the governor; also my oleos needed pumping up. A check of the prop control mechanism revealed that a small triangular support for the governor control rod had not been properly fastened. Now with that fixed and the oleos up I felt all set for the test hop. The pilot tube was badly bent which would throw my air speed indicator considerably off, but knowing the proper manifold pressure and ship attitude necessary for climbing, gliding, and landing I was not apprehensive about that. (Am relating this as a matter of interest and not in any pride of ability. Any of the boys, could, and would, do the same.) Down from our check flights I pronounced my craft ok and ready for the trip back. However, Bill wasn't satisfied with the way his acted - it vibrated unduly and shuddered terribly at speeds over 150 knots. Reluctantly, but according to his best judgement, he gave it a down. At the first the mechs thought the prop must be improperly balanced. Not having the proper instruments and tools on hand for remedying such a trouble a new one would have to be brought up from New York. Further examination by a civilian mech em-

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Next we turned up the engines on the ground for one hour, checking the prop control in all positions and testing the magnetos carefully. Bill decided that his plane was ready for flight, but I found that my "rpms" fell off about 200 at take off manifold pressure in full low pitch, indicating that something was wrong with the governor; also my oleos needed pumping up. A check of the prop control mechanism revealed that a small triangular support for the governor control rod had not been properly fastened. Now with that fixed and the oleos up I felt all set for the test hop. The pilot tube was badly bent which would throw my air speed indicator considerably off, but knowing the proper manifold pressure and ship attitude necessary for climbing, gliding, and landing I was not apprehensive about that. (Am relating this as a matter of interest and not in any pride of ability. Any of the boys, could, and would, do the same.) Down from our check flights I pronounced my craft ok and ready for the trip back. However, Bill wasn't satisfied with the way his acted - it vibrated unduly and shuddered terribly at speeds over 150 knots. Reluctantly, but according to his best judgement, he gave it a down. At the first the mechs thought the prop must be improperly balanced. Not having the proper instruments and tools on hand for remedying such a trouble a new one would have to be brought up from New York. Further examination by a civilian mech em-