Ragsf15e

Did it just stop working or were there other symptoms?

I’m through about 700 hours on a set of 40:1 gears and my mechanic says he can see some slight slop but they are still good. Im sure cyles would be a much better metric than hours but a little harder to track. I generally fly long flights and don’t do multiple patterns more than a couple times a year so i think I have low cycles. They will eventually wear and it would be nice not to have to throw the airplane away when they do…

In addition to what others said about reducing the G in the pullup after rolling level, there are two other reasons to push forward and reduce the G load prior to rolling level. First, the airplane (any airplane?) rolls much better with less G load, second, while not published, the rolling G structural limit is generally much less than the published “straight pull” limit. Even in something tame like a Citabria or C-152, you can put a couple Gs on it and see the reduced roll capability. Most aerobatic aircraft have a rolling G limit too. None of this means you need to completely unload and throw everything off the floor, but a quick unload/power reduction, roll level, then feed the g back in gently to get the nose back up works best.

Ours is welded right where yours broke. I’d take it off, make sure your IA approves, and then take it to a local welder.

Flight following certainly helps. Expect the controllers to be busy though because it’s pretty tight between all the MOAs and the military airspace off the coast. I’ve flown through that one before and I just stayed high because it was in the middle of my xc from Tx to eastern Florida. I think I went through at 9500 or maybe 11,500 and it was no issue. Obviously you’ll need to come down to get to kpns, but staying higher when possible keeps you away from most of the training activities.

I wonder if there’s a way to get in touch with @gsxrpilot. I want to say he had a conversion done ~5 years ago, but he hasn’t been around here for a long time. He probably knows though.

No, but all the A&Ps have nice trucks!

That’s a tough old bird that could do aerobatics in his 90s! Even a relatively mild loop or split S is gonna need 3-4 Gs at the bottom! Rip

Looks nice! Did you get rid of the filter after the pump since you got the new style that doesn’t have the plastic vanes?

Retro and sleek all in one! Love it! interior looks great too!

No, it seems reasonable, except the lease is so short that they could raise it significantly each 5 years. Just to play devils advocate, say it raises to $3k lease in 5 years and $10k after 10. Maybe that still works, but I like more certainty with my expensive building on someone else’s land…

Id be interested in one as well. I put a $300 down payment on a $600 intake boot to put on my shelf, this part also seems reasonable to have on the shelf. It would be nice if one of the MSCs would buy 10-20 sets to keep the fleet going though because it’s kind of rare to have to replace them, but if you need it, you’re grounded without.

Eric mentioned it, but the land lease terms are key. Definitely want to know who owns the land, and if it’s not you, how long do you have a lease and how is the renewal process going to work? Most public airports, you can build/own the hangar but the airport owns the land. You might get a 30 or 50 year lease… if you’re buying a 25 year old hangar, you need to know what happens at the end of the lease.

I get that there’s a lot of aerodynamics and design in this, but the basic vfr and ifr recovery techniques still apply perfectly. First, practice instruments a lot so you don’t get in an unintentional spiral. If you do, power off, roll level, pull up (gently). I would expect my instrument students to successfully recover from a (admittedly not near Vne) spiral during unusual attitude training. If we’re not current and end up in a bad situation, or delay the appropriate recovery long enough there are a myriad of ways to hit the ground or rip the wings off any airplane.

Yes, it does both. There’s a mixing box that mixes fresh vent air from the right naca vent and hot air from the heater. Temperature is dependent on how you pull the heat and vent knobs. I was just working on my mixer box last weekend.

Oh man, if it’s cold in the backseat, that vent can blast the heat directly back there too… yeah, that’s a good one to have!

Yeah I needed to think that through better. At least it’s easier to get at that one since it’s not compressed by the gear! Does it easily go right back in the same spot or do you have to put it on jacks and move the gear around to get it positioned right? If the switch doesn’t activate at the right time, it can get ugly I think, but more-so on the older models.

Funny how the gear won’t go up even when the gear stop tab isn’t pressing on that switch. In fact, when the gear is down, that switch isn’t doing anything, except apparently preventing the gear from going up?

To close this out, my oil pressure has returned to where it has always been. It seems to have happened slowly over the last month. Was it the warming temperatures or the oil “breaking in”? I don’t know. Today i flew at +3 oat at 10,500’ and the oil temp was about 4 degrees warmer than previously (180 vs 184), but the pressure was back down to 76/77 where I’m use to it. After the oil change, i was seeing ~-10 oat and maybe 180 oil temp. The oil now has about 12 hours on it.

I believe you about the alkaline/corrosiveness, but I find it funny that Dawn is mentioned by name in the POH for the Meridian I fly as an approved cleaning soap. I think the chances of corrosion in our older planes is probably much higher - hopefully the newer paint and aluminum coatings are superior…

I’m guessing we all remember flying around in clapped out -172s completely without headphones? I probably have 300+ hours in various pistons without intercoms or headphones between flying with my dad and my own training in the late 80 / early 90s. Obviously they should’ve been upgraded since then, but it wasn’t all that surprising to see airplanes with a speaker and hand mike in the 80s. Between the airplanes and being very close to a 5” gun on a destroyer in Vietnam, my dad wears two hearing aids…

I guess i got lucky when I went there. I was staying in Carson City, NV. Flew it over and my wife met me with the car. We took a vacation up pacific coast highway. She drove me back over to pick it up when it was done. Easy peasy.

Ha! Logistical nightmare?! One way rental? One way flight? Buddy’s mooney? I’m kind of messing with you because if I don’t use the one shop here in town, it’s like 350 miles to the nearest “big city”.

Yeah I’ve used the Mcguires as well. It can be mixed at a low strength with water and used where needed. It shouldn’t take much work. Once you’ve got the basic dust/grime off, you can normally use the blue wash/wax all. If you use the wash/wax pink degreaser version on the bottom, it will do pretty good on oil and exhaust.

Yes, we have lots of threads on this. I’ve had a Surefly for ~4 years on an io-360. We have people with them on turbos and even someone that has two. Whatvtype of engine do you have? What would you like to know? Here’s a really old thread :