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Showing content with the highest reputation on 11/06/2017 in all areas

  1. Made a couple pilots and paws flights and also visited family in Arizona. I will write them up and post them this week but wanted to put up a quick picture. On the way back from Phoenix today I passed 200 hours, pretty good considering my first flight lesson was May 28, 2016.
    6 points
  2. I needed something to go over the expresso bar in the house. Saw something similar to this on the internet and decided to drag out the raspberry pi and some LEDs and make one for myself. I used PHP to grab the current metar every 15 minutes and updates the LED colors via Python. Used LED string individually addressable RGB lights. its about 30x20 inches. I used a digital sectional of LA and added an inset of the Bay area since I fly up to WVI pretty often. The code turned out to be the easy part. Glueing and splicing all those dang LEDs was why it sat on the living room floor for a month. Finally pinched myself in the ass and finished it up today. it shows green/blue/purple/red for the flight conditions.
    4 points
  3. Went down to change my oil. Imagine my happiness when right as I pulled up, I saw a B17 firing up! Walked out to the edge of the ramp and got some pics and vid of it departing. I took a trip around the pattern to warm up the oil and and watched it come straight in while I was on downwind. Then, I got to watch it land again from the edge of the ramp (they were giving rides). Can you imagine what it must have been like to see 100's of these fly overhead all at once?
    3 points
  4. Since you mentioned that this plane is not intended to be your long term plane, I would heed Andy’s advice and spend your money on making it sound mechanically and get the avionics functional for the IFR training. You don’t need a GPS for your IFR rating. Go simple, get the rating and look for a plane that will meet your long term needs. Sent from my iPad using Tapatalk Pro
    3 points
  5. To a pilot in command at the moment, when an engine stops operating over a short period of time at 300 or 400 feet it doesn't matter what the cause was- the engine failed. Now on later examination, with hindsight being 20/20, if it was found that the components of the engine were OK but that external forces caused the failure "of the engine" in the context of the flight- the engine still failed to deliver its power. Granted in terms of this discussion, the engine itself may not have failed the pilot and we can narrow our discussion to parsing words if we must- for this discussion. In the general scheme of things however, if I was the pilot, in general terms, the engine still failed me. This is not a court room. Engines don't fail suddenly? I had an IO-320 in a Twinkie swallow a valve with no warning. Sudden failure of an engine. Had it been in the Mooney I would have had to put it in the dirt. Had a friend lose BOTH engines on a DC-3. One blew a cylinder suddenly with no warning. The other blew the master rod bearing on the same flight while at METO power trying to make an airport. Didn't make it. Went into the desert at night. Both sudden without warning. A friend had a crankshaft fracture in half at a rod journal, in a Cessna 140 while in the pattern. Sudden, without warning. The cause was a crank regrind at O/H by a car machine shop without a radius at the grind juncture causing a high stress fracture prone corner. Let me pose another angle on overhauls here. How many cars are running around made in 1965 with their same engines still running in them (and not museum pieces)? How many S/B have come out on the effected engine since it was installed as new? Now many times has the engine sat unused for months since it was installed and allowed rust to grow inside, over 50 years? I sold a brand new IO-360, still in the crate, for friend who bought it 35 years ago. It went straight to overhaul (and it was pickled properly, by the factory when new). Nothing lasts forever. Everything has a finite life. I think we all would like to see a very detailed tear down inspection report on this engine to validate claims on both sides. "What makes you think you know more about this engine than Lycoming does?" A question that has been asked by the FAA a time or two.
    3 points
  6. I don't think I would do the Stratus, instead maybe look at some of the less expensive UAT solutions to make you ADSB Out legal. But yes, if this isn't your long term airplane, you may as well take care of the airplane mechanically and let the next owner drop big $$$s into the avionics. I love how the placard says "Loran-C not approved for IFR" but there's no Loran in sight!
    3 points
  7. And this reply seems odd. Even if some engine somewhere were to quit suddenly without any notice it would be a very rare exception to the rule which many experts would say is "true". (The exception proves the rule" does not mean that an exception invalidates the veracity of the principle. It means that the exception "tests" the rule.) Before you admitted that the proximate causes of your problems, you left us with the impression that the engine just quit when In fact the engine (itself) was not at fault at all and given air and fuel would run just fine.
    3 points
  8. Hi Dan, Clarence is mostly kidding - trying to get under our skin. His PA24-400 was such a great airplane that Piper built about of 50 of them per year for their 3 year production run. (400 production ended when Mooney introduced their F model.) We can humor his good-natured poking in exchange for his insights on the care and feeding of our M20s. Now, if he gets going on the supposed merits on the flying Clorox jugs he also services that's another matter. In that case I he's surely defending his bread and butter and his objectivity can not be assumed.
    3 points
  9. OK back to our regular scheduled program- engine overhauls- I did my own 1,000 hrs ago. Here are a few items to bear in mind and . I feel I have as good an engine as you could get by anyone. Mine actually started coming apart, had aluminum flour in the oil filter. Items to check on- 7/16 valves as mentioned, get rid of them Get new Lyc cylinders. There are two hollow studs that hold the mag idler gears. They came with 1/4-20 bolts to hold them into the rear of the case. That's what failed on mine and wallowed out to 3 times the hole size on one causing the aluminum flour in the oil. There is a S/B to change those to 5/16-18. Do it! I'm going to presume your engine has complied with the oil pump AD so other than condition that should be taken care of. Mine also had a belly roll years before (20) but on magnafluxing the crank we found a small crack in the #1 main bearing journal that would not grind out- new crank. I elected for a new cam shaft and lifters. I had the crankcase gone through by Divco, came back with a good tag. I used a new set of Lyc. cylinders The old ones had 3 overhauls on them. There is a S/B for the oil pumps that requires a hole to be drilled inside the pump for lubrication. Because the idler gear stud wobbled it took out all the rear end gears- all new now. You'll need your rods and rocker arms worked on by a good overhaul shop. Replace all the parts that OH manual calls for for an overhaul including the Varitherm. If you don't have a Lycoming Overhaul Manual, don't even think of doing this yourself. I have one and checked each line a paragraph off as it was done. Its not rocket science but you must pay attention to details. I came out with a new limits bottom end and all new cylinders. Runs like a dream even 1,000 hrs later. One last item, if you do it yourself and plan on following the LYCOMING recommended break-in run (as you should legally) by running it in your airplane, UNLESS you have all your engine gauges calibrated before you do you can't count all the engine work as an "overhaul" only as a repair. Calibrated gauges are specifically called out for in Lycomings overhaul manual for the "overhaul run-in" and you have to refer back to the Lycoming overhaul manual as your reference for overhaul when it comes to sign off time. A few A&Ps have been caught on this item by Mother FAA. Accsssories? Your guess. I did both mags and a new harness, Stayed with my carb. and alternator. Starter was fairly new anyway. It can be done and you can get a great engine but its all up to how much work you put into it.
    3 points
  10. But I think Paul's point would be that neither engine failure would have been prevented by a pre-emptive overhaul. Your point is well taken, and good job handling both emergencies.
    3 points
  11. When you look at the description of my power loss events, I think you will realize that neither an engine monitor or oil analysis would have shown early warning. The monitor would clearly show that a problem occurred when it was taking place but it would be too late at that point to do me any good. Admittedly, my experiences could be described as flukes, not likely to occur in the first place or be experienced on a widespread basis. Those flukes can kill you just the same. I don’t want anyone who flies to mistakenly feel that there is always an early warning to these events...there isn’t...that oil analysis or engine monitors will eliminate the risk(s)...they won’t. They can certainly reduce your risk to some types of events but YOU still need to be prepared anyway, just in case. An old timer once told me that you will never know how you will respond to an emergency like this until you actually experience it. He said that some guys will freeze in absolute denial. Some guys will pull back on the controls trying to hold the airplane up. (That won’t work.) Some guys will panic. He told me that you have to KNOW that if the engine goes on takeoff that you MUST come forward on the controls to maintain airspeed no matter what you see out the window. That is your only hope. In my case, I recognized the problem, accepted it and dealt with it the best I could. There was not any time to panic or get scared. After the Mechanic at Kissimmee found the piece of fuel tank sealant, about the size of a booger, that caused our forced landing, fixed the plane and sent us on our way...that was when I was scared. Climbing back into the airplane for that first takeoff after the power loss...that is the one that will get your attention.
    3 points
  12. LVK today for a birthday celebration with my wife and family love flying in the cooler weather was wanting to get there so pushed Snoopy a little bit more than usual just a couple inches more mp and 100 rpm and picked up about 15 knots seeing 186 mph ground with almost no wind. Had to end our day sooner than expected due to forecast weather moving in. Made the landing with the overcast closing in on our home field just as we were. Been 3 weeks since last flight but felt was one very satisfactory performance as it goes. Spotted some of the devastation from the Napa fires but was too Far East to see the Sonoma. In truth I have seen far too much of it in recent years.
    3 points
  13. Make sure you get a quote for a waas version of the 430/530.
    3 points
  14. This the first, lady and only airplane I have ever owned. I️ have had my ticket for 31 years but never owned a plane until 3BD. She is simply the only plane I will ever own
    3 points
  15. You have legacy avionics in your airplane like I have in mine. Two years ago I was trying to figure out what I should do with ADS-B and everything else. I ended up going with the Lynx 9000 NGT and really love the unit. The avionics upgrade issue came down to a major bill for my situation. In order for me to upgrade to a big box WAAS GPS/NAV/COM, I would have to replace my existing switch panel as it would not properly interface with the GPS. Same thing with my VOR Indicator. One of them would need to be upgraded / replaced as well. Additionally, I too have a separate 3LMB like yours. The new switch panel would incorporate that so my separate unit would need to be removed at that point. Also, the new big box unit would eliminate the need for the ADF, it’s Indicator and antennae. So all that and the associated wiring can be removed. Now the panel covers would have all these holes in them so...time for new metal panel covers? To further complicate my situation, there would not be sufficient remaining space in my stack for my existing #2 NAV/COM. I would need to replace that perfectly good radio with a slimline type NAV/COM. Finally, it would be time for a new Weight & Balance. Figure out what all the above would cost and that is why I went with the Lynx unit providing ADS-B In & Out to use with my iFly 740 for navigation. These upgrade projects can become a classic case of one thing leads to another and another... Great job convincing your Wife that buying the airplane is a less expensive solution! Not sure you’ll be able to pull that one off again but I am proud of you!!
    2 points
  16. I agree: "whatever works best for you." I guess I should have phrased my response as: "For me, I want to train for IFR in something that I am going to use most of the time." I don't understand the need to want to get your insturment in a VOR only equipped airplane to never use that moving forward. Flying in the soup, or down to minimums, I want my reactions (and training) to reflect what I will be exposed to and most comfortable with.
    2 points
  17. I disagree with this statement. Get your instrument rating in whatever airplane works the best for you. Once you have the instrument rating, it is true an IFR GPS will make the airplane more efficient and easier to use in the system, and open up more instrument approaches to more airports. But the truth is that 90% of the time navigating by VORs enroute will get you there just fine, after which you'll usually get a visual approach anyway. And it'll give you some nice avionics to dream about for your next airplane or eventual upgrade instead of just leaping before you look.
    2 points
  18. I’ve shared the perspective in the past. Apologies to those who have read it before. I bought my F model 26 years ago and after several years of renting. At the time I had 3 dogs, a baby and little money. I got the plane mechanically sound and worked out all of the avionics bugs. The only thing I installed in the plane for the first seven years was an electronic clock, fuel totalizer, an engine analyzer and finally a NavCom to replace one of the original KX-170Bs. Quite honestly, taking the dogs was never an option because of the logistics of what to do with them when we got to our destination (ex. taking dogs through Disney World isn’t workable). When the second kid came along, I installed a full function AP and showed my wife how to use it. Space only became an issue for a few years when they got to their teenage years. During those years, we only needed a larger plane a few times a year and we were able to rent what we needed. It’s not like you are taking these trips every week. Now that the kids are grown, the F is working out to be the right plane as we head towards retirement. We did take my adult son for a trip out to see his sister and that worked out fine. I think what most of us are saying is investing in a plane should be thought out carefully. If you are set on a larger plane with this being a step to that, choose wisely. The ROI for most of these upgrades is not a lot. It will help sell the plane faster but you won’t get what you put into it. Think safety first, then need, then wants. Sent from my iPhone using Tapatalk Pro
    2 points
  19. Personally, I think all of this has entered into a gray zone and I wouldn’t be posting anything about this unless I was certain how the FAA views this. What we do know is that Garmin’s own Trek Lawler was on this site and said the G5 cannot be used as a backup to any glass panel system in a certified airplane (Aspen or G500). The Aspen and G500 both require a backup AI to be installed in the plane. Since the G5 cannot function as that, is the Aspen or G500 legal to be installed in the plane as a secondary AI. I think someone would need to read through the fine print of the legal documentation for them to determine this. I was under the impression that the Aspen needs to be considered primary and as such, only a mechanical or electrical AI or an approved glass equivalent (like the L-3 ESI-500) could meet this requirement. Sent from my iPad using Tapatalk Pro
    2 points
  20. But the statement was made with overhaul as context.
    2 points
  21. Neither of those I would count as an Engine Failure
    2 points
  22. I wouldn't consider a 430 today as a new install. 650 if you insist on Garmin or Avidyne 440 if you want a better unit at a lower price.
    2 points
  23. im pretty bad with documentation. i used these LEDs https://www.amazon.com/ALITOVE-Addressable-Digital-Diffused-Waterproof/dp/B06XD72LYM/ref=sr_1_3?ie=UTF8&qid=1509935755&sr=8-3&keywords=ws2812b+led+string A Raspberry Pi this power supply to power the Pi and the LEDs https://www.amazon.com/gp/product/B01M0KLECZ/ref=oh_aui_detailpage_o01_s00?ie=UTF8&psc=1 Heres the code https://drive.google.com/open?id=1LkXqiQbU6o7YZ9F1NESZTwvruubY4cTp its just some PHP to scrape the metar and convert to flight condition and then some python to talk to the LEDs. Schematics is plug the green wire from the LEDs to GPIO pin 18 on the R Pi. I used a diode between power and the LED power as well. Cant remember why but I saw it one of the docs. I run a cron every 15 minutes on the pi to run the PHP script and update the colors.
    2 points
  24. Hahaha... Either. But I actually meant the overhaul. I subscribe to the school of thought that engines don't just suddenly quit, but rather give lots of warning, even if very subtle. I would not euthanize an engine giving no indication of problems from careful and regular analysis of engine monitor data, oil analysis, and borescope inspections, regardless of the hours.
    2 points
  25. We were flying pretty close. Flew back to Orlando Exec to see my son at the University of Central Florida. We ended up staying at a Hilton off of Universal Blvd. Gotta love that I-4 traffic! Don't know about Winter Haven, but Orlando Exec has special 100LL. That's the only thing that explains their gas prices. lol.
    2 points
  26. In my younger days I flew night freight in Barons not equipped for ops in icing, no boots, no heated prop, no alcohol, just the standard heated pitot. Furthermore we were REQUIRED to maintain a 95% on time delivery record without consideration for weather, mechanical problems or anything else. Regardless of aircraft or equipment, one must always strive to minimize exposure to actual icing conditions, ice accumulates on the airframe regardless of installed equipment and adversely affects aircraft performance. Even the most capable aircraft can be brought down by extended exposure to heavy icing. Therefore having the proper equipment only buys you a bit of time to escape the ice, aircraft without the proper equipment have a very small window to make an escape. The problem with ice is that no one really knows where it is. Icing is a very fickle and unpredictable enemy. It might ice up an airplane that passed along your route at your altitude 30 minutes ahead of you but not leave a trace on your aircraft. Icing can exist 1000 ft above or below you and not affect your flight at all. Therefore the concept of KNOWN ICE is one used most effectively in court rooms and crash sites. Personally, I would pay serious attention to multiple, recent reports of icing along my route and at my altitude by aircraft of similar or greater performance capability. Light icing reported along my route and altitude by a C172 is a different animal than light icing reported by a B737. The former would not necessarily cause me tremendous heart burn, the latter very likley would. Icing reports over an hour old are not as reliable as those reported within the last hour. Continuous icing reports for an extended period are a problem for sure. The trick to staying alive in icing is the same as any other sort of aviation risk. ALWAYS have an escape plan. For instance, multiple reports of icing along a route and altitude you intend to traverse is less of a threat when the ceilings are well above the MEA and good visibility prevails beneath, the escape is to decend below the clouds and continue. If the freezing level is well above the MEA but the ceilings are below then you may be safe flying at altitudes where ice can be expected, the escape plan is a decent below the freezing level. BUT, if the freezing level is lower than the MEA and low visibility exists from the ground up, you may be setting yourself up for a bad day regardless of the existance of icing reports.
    2 points
  27. Did my couple of shakedown flights with a new set of self-installed avionics and then off to Florida for a short trip to Disney with the family (I thought GA was expensive but I was wrong). Flew from IGX (Chapel Hill, NC) where we spoke for a while with the Airport manager about the history of the Airport, it’s current challenges (owned by the UNC and everyone and their brother trying to close it down or choke it). I live about a mile off the end of the runway, but he’s not allowed to take new customers for tie downs and the hangars are all but gone. There are something like 14 holdouts and the odd medevac flight keeping the airport open now. Sad situation- the original benefactor was Horace Williams who donated the land for use as the Airport in perpetuity, but the University seems to have gotten around that. It was a WWII training facility and has had some famous fliers / visitors including JFK (visited) and Dubya (flew). Overall like a slow SMO. AOPA has been of little help in saving this Airport. Flew down with a few reroutes routes along the way. Flightstream started to pay for itself in convenience and workload with the flight plan transfer. Aural alerts through the new audio panel and a fuller traffic picture was great SA. Got some movies piped through with an iPhone suction cupped to the top of the windshield so the whole family could watch. Best part about the PS engineering audio panel was that the muting mode muted it for me but kept piping entertainment audio for the passengers. Felt fancy. This was kind of fancy because prior to this setup my daughter could do about 2.5 hrs before she pretty much would start to lose it and needed a break. Now we are limited by our bladdders. This trip was about 5 (:-0) hours and the whole family did not need a stop, which surprised me. First time flying into FL for me. Nice airport at Winter Haven. They had a rental car (thanks AOPA discount - but don’t forget to save airports instead of partnering with Insurance and rental car companies). Fantastic city run FBO at GIF. If / when I go back this will be the go to for the region. Seems like it would be a great place for Sun N Fun parking. Had a great seafood dinner at a place called Harry’s Old Place I think (grouper mmmm) and headed towards Orlando. I’ll skip the middle bits suffice to say that we had a great time with the little one. Epcot was fun for adults and had booze. I don’t know how the princesses do their thing - job seems exhausting. All in all a cool trip. Way back was also non stop with great weather. Headed up to FYJ (eastern VA) to visit with my brother and sister in law who were kind enough to watch our dog while we were gone. Another 5+ hour trip - landed with 20 gal (2+) hr reserve For the 800 or so nm that we flew. Amazing mooney. Simply amazing. Home the next day with our dog , and that’s the end of that story.
    2 points
  28. I would agree with all that. It’s a wonderful machine. When people say you don’t need turbocharging on the east coast I respectfully disagree. You may not need it but it’s easy to get used to. It is a game changer when you can climb above the clouds and wx and cruise in the clear cool sky at high speed.
    2 points
  29. The 430 is just fine too but your install costs will be similar to the 650. Your resale and other costs associated with the 650 should yield a better recouping of your investment. The 430 will have a faster decline in value especially if they discontinue support.
    1 point
  30. +1 on this. Set aside some of the funds you would spend on avionics as a "rainy day" fund for the plane. Typically, we see a 10% of the initial purchase price as a reserve for things not caught in a PPI. Sometimes less fits the bill, but sometimes... well, sometimes there is never enough. I am not sure where you are located (avatar update?) but you may want to get in touch with some of the other MSers in your area for some fun flying. It will also put you in touch with some folks who would likely volunteer to be a safety pilot when you start the IR training.
    1 point
  31. Bob humor works both ways.. Dan
    1 point
  32. My plan to go the cheap way out started at about $9k all-in to almost $25k. It’s addictive... GTN625 and GTX 335 installed for $14k. http://docs.wixstatic.com/ugd/b17b43_07ea2d3524c14ed282f8cc8bebd77b26.pdf Remember the old avionics rule - double the cost of the electronics for the total installed price. Sent from my iPhone using Tapatalk
    1 point
  33. Thought I would share this in case you've not seen it. It is a talk given by Mike Busch of Savvy MX. The opening line is "Engine TBO is a fully discredited concept." I worked on jets in the Marines and we never overhauled anything. The only parts that were 'overhauled' were individual components that were IRAN'd and returned as 'overhauled.' The part I found really interesting was the part describing infant mortality and by overhauling you could be putting yourself at a greater risk of an engine related incident vs. just continuing to run the engine. Just FWIW. I still subscribe to the idea that there could be a reasonable time and place to overhaul. I just don't agree that it corresponds to 2000 hrs.
    1 point
  34. They are just some of those ones that pop open and are held on with a suction cup that people use in their cars. They help if the sun is beating down on you, easy to put on and take off. You can probably get them and any auto parts place. I just got them from the pro-shop of one of our dealerships. Here's some on Amazon that are kind of like them. https://www.amazon.com/Shade-Window-Windows-Maximum-Protector/dp/B071LQDTFT/ref=sr_1_24?ie=UTF8&qid=1509945572&sr=8-24&keywords=auto+sun+shades+for+side+windows
    1 point
  35. Theyre holding their value right now but as soon as Garmin, limits or discountinues support for these units thats going to be a huge hit in value. We went with a GTN750, mostly becuase the 650 waypoint interface is pretty crappy and the screen is too small. Its literally a left-right scrolling screen and select the character.
    1 point
  36. I use the NWS aviation icing forecast. Simple to use and interpret. I use it on the ground and while in flight with my Samsung S7 cell phone. And it is free. http://www.aviationweather.gov/icing/fip
    1 point
  37. I've lost count of how many "last" aircraft I've owned.
    1 point
  38. I considered this but you have to have a pretty complex deal with the seller. It doesn't take long for Lycoming to eat that core charge away if a cam is worn down, accessory gears, maybe a case doesn't pass. Plus Lycoming says the engine must be in runnable condition for them to even accept it (can't be rusted in a barn). For me, by the time I figured the risk of all that and the hassle shipping an extra engine, etc I passed on it. You'd have to be able to get a good, running core below $10K to warrant the headache in my opinion. A core in that condition is probably worth more as an overhaul. -Robert
    1 point
  39. Technically ept, and fastest of the turtles... Nice skills! Thanks for sharing the pics... and details. Best regards, -a-
    1 point
  40. Neat work. You could also do the same with Node-red. If you don't want to code...
    1 point
  41. A top may be all it needs. We bought our '78 in 2013. It had sat in a hangar for 10 years in northern California before it was resurrected by LASAR. The engine was installed in the mid 80's and had 700 hours on it. We did nothing but fly it for the past 4 years. It consistently blew out anything over 6 quarts (normal) and went through a quart every 5 hours (all out the breather and acceptable). Recently something changed. We got high chromium readings and it started blowing out everything over 4.5 quarts so we are finally doing a top. Camshaft looked good. Hope to have it back together Monday and start seating the rings.
    1 point
  42. We just finished flying a two leg trip. Picked up a dog in Stockton last Saturday and brought him to SoCal where he stayed in a foster home until we brought him to AZ today. Really enjoyed doing it and will do more in the future.
    1 point
  43. First, I couldn't resist the title, but also I wanted to pass along a hint that should be obvious but maybe isn't. To begin, I was having more and more difficulty latching my gear down. This shouldn't normally be the case. Once the gear is rigged properly it should basically stay the same until eventually, over thousands of hours, the rigging may need to be "tightened". During my Annual, 6 months ago, I removed every landing gear retraction bellcrank, pushrod, bolt, nut, and bearing. Cleaned, painted, and replaced hardware, bushings, and bearings. Removed, stripped, inspected, and painted the Johnson Bar itself. Rigged it properly, and trimmed the carpet on the nose gear hump where it meets the bar when full forward. It was a little stiffer than before, but I chocked that up to being properly rigged with new hardware. A week ago, it was so hard to latch in the down and locked position that I knew I had to find the problem and probably re-rig the gear. I thought maybe with cooler temperatures, the nose gear linkage had shrunk a little, causing the extra binding in the system. So today I got it up on jacks and the rigging was perfect. Even so, extending the gear felt like 3 layers of carpet was getting wedged between the bar and the nose wheel hump, so I checked that, and it was fine. So as a last resort, I lubricated (with Silicone spray) the sliding mechanism on the Johnson Bar itself, where the chrome handle slides. Success! Smooth like butter! With the new paint, I had failed to lubricate the slider. What is strange is that it felt fine, it just didn't want to latch. I think the forward push on the handle added just enough friction that it felt like the rigging was off, but no, it just made it hard to lift into the latching socket. So my suggestion is this- if your Johnson Bar gear takes too much effort to latch, lubricate the sliding handle first. Take someone flying with you (or engage the autopilot, if equipped). Fly at about 90 mph with the gear half up and spray silicone spray on the slider and inside the tube where the spring is. Work it up and down until you feel like a sinner. I did mine while it was up on jacks, if I had known it was just the sliding handle, I would have done it in flight.
    1 point
  44. Flew over to east Texas to give a buddy a ride. He was very excited to try and find his house... It is safe from the Blackhawks. we could not spot it. There are some high antennas around Cherokee County Airport. He got this shot.
    1 point
  45. I think Im the OC welcome wagon. Let me know when you want to go for a ride.
    1 point
  46. No worries, my daily driver is a '89 BMW 325iC... bought it at a junkyard, it was going to be crushed. Fun little ongoing reliable project, like my Mooney.
    1 point
  47. Awesome! Please keep us updated on how the progress goes.
    1 point
  48. Beautiful machine. Did you do the restoration yourself. I couldn't tell whether that is a tachometer or speedometer, but it appears to be chronometric, neat.
    1 point
  49. The mold was damaged years ago and they had it repaired, but it wasn't done correctly and they haven't done anything about in 7 years or so. I did a ton of research and found out that it was the same bellows used on the Yaw damper of a King Air. I purchased the Beechcraft one and replaced mine. Will post the part number when I get home
    1 point
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