Warbird Information Exchange

Wondering who will fly MAAM's P-61 when the restoration is completed and just how does this work? There are no airworthy P-61's so how does one become rated to fly this type? Does anyone know the characteristics of this type and/or is the P-61 similar in flight characteristics to the B-25 or A-26? Always interests me to know how pilots become rated in one of a kind aircraft. It seems to me there probably are very few pilots alive that have experience flying a P-61. No room for error at all with a one of a kind. Also P-38's come to mind. no back seat and no room for error. What type prepares a pilot for solo in a P-38? Must be a very stressful day when allowing a new pilot to solo in someone's multi-million, nealy one of a kind P-38. I know the process in working up to a P-51 solo and today still holds true for most P-51 ratings as did during the 40's. (stearman, T6, Mustang) but anyone have an idea of the process for types like the P-61 and P-38?

Hellcat:
This is a great question...I hope someone can answer this one.

Maybe someone in the CAF can help with this one. I know that there were some similar questions when pilots had to be certified for flying the B-29. I remember reading an article about the guys who had flown them before taking an FAA inspector on a maintenance flight, letting him get checked out, and then him checking the B-29 pilots out. I wonder if something similar could be worked out with someone like Steve Hinton who has extensive dual-engine vintage warbird expertise? Could he train himself, and then train and check out other pilots?

Just a thought.

kevin

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I believe they us eexperienceon a similair aircraft. I'd say lots of A/B-26 Invader time would be the best bet. Twin engined, fast etc.
B-25 experience might help. Anybody know how Kermit Weeks got his rating in the B-26 Marauder? Same situation there.
Jerry

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"Always remember that, when you enter the ocean or the forest, you are no longer at the top of the food chain."

Well, the way it *used* to work was an LOA. That was essentially a "type rating" in an airplane that was experimental. The Feds have streamlined that process and turned it into something called an ETR, for Experimental Type Rating.

I forget the requirements just now, but I think that it's 1000 hrs TT.

I'm sure Russ will be the one to fly her.

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Regards,

Jase
www.b26marauder.com
"I'm having a BLAST!!" 2007 CAF Wing Staff Conference

RIP Gary Austin..always in our hearts

Hey guys, just to let you know, I'll be the one flying the 61...
haha, yeah right, just kidding...

I do recall hearing that the LOA has been replaced by the ETR, but don't know the specifics either. Either way, I'm sure Russ will do the flying

Work with the fin is going well, the skins are approximately 50% shot on. We test-ran the R/H rudder trim cable Thursday and everything ran straight. We are waiting on our machine shop for a few pulley brackets for the elevator and rudder cables. Volunteers began building a fixture to repair/rebuild the rudders late this week. Its always exciting to start working on a new piece.

We've taken pictures of the progress, but so far the higher-ups say they need to be released through maam.org... Hopefully this will change in the future, but for now they're the ones signing paychecks. I'll continue to email pictures to our webmaster.

Thanks for your support! T.J.

Since Russ flies the B-25 well, The P-61 should be no problem since they are the same size planes. It will be a matter of single pilot operation in the front seat and larger engines and different speeds. Not such a big deal. I am sure he will spend dozens of hours in the ccokpit learning where all the lever are and making airplanes noises before he ever goes flying.

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Russ seems to know his way around the B-25. He is a good current multi-engine experienced pilot and he knows radials. But I bet there are a bunch of people offering their "help" in making it fly regularly.

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