RLCarter

I looked at going to Spartan in Oklahoma...was hard to justify becoming an A&P to make less money than I did as a motorcycle mechanic part time while in HS. Took flying lesson at the field in the video, worked part time at night for the Cessna Dealer and would take that pay check and give it to the Piper Dealer on the other end of the field, $24.00(wet) for a PA-38-112 Tomahawk and $8.00 for the instructor

When you grow up less than a mile from this, its kinda hard not to like airplanes. I could see FIFI's vert. stab. from my bedroom window and the CAF was always flying something. I was 22 when this film was made and had been watching the Air Shows every year for as far back as I can remember.....sad they are no longer held at KHRL

I was talking to Russell Stallings several years back and he had a rear seat pax hit the J-bar and unlock it at 150kts with no issues. I would definitely get it up on jacks and see what's up, the J-bar whacking you in the arm/elbow wouldn't feel good at all

Went back and looked at the pic, looks like there is a baffle pushing out (bulge), that sucks. Do you have Mooneys part number? Controller Parts Search

Can yours be TIG welded or is pretty much shot?

WOW, just ordered a C172 muffler from them for 450.00, maybe a MSC can turn you onto some that has installed a Powerflow recently and has the stock exhaust laying around

clean the screen as well

If you want to see the Potez, Yak and Bugatti in person I'm sure they will be on display here

have you tried these guys? http://knisleyexhaust.com/

No offense, but can I get a little more gravy?

He is talented, here is his scratch built Bugatti

Winner winner chicken dinner, it's actually more like a 2010 or so. It was hand scratch built from the original plans, the P&W engines (not original) are from a Beech 18 and it is the only one regardless of the power plants. He also has a Yak he built and one in the process.

Are you sure? You might be and not know it

if I'm not mistaken a repair station can reset the clock where an A&P can not

I find that a little hard to believe, I would think Mooney would by direct from lords as well

You never know what you'll see at the airport. By the way its for sale

Dunkin' Donuts issued a Service Letter, while not mandatory they do recommend a stacking order of Red Icing, White Icing, Chocolate and Glazed for the mains and the same order for the nose with the elimination of the Red Icing. Personally I run All Chocolate on the Mains and Glazed on the Nose, seems to be much smoother landings, but who knows

flying that often you should not need one

gotta love airplanes...I truly believe there would something that needed attention on a new bird right off the assembly line

there are those that have and those that will...now that you have crossed over you can move on...lol

not too bad to remove and inspect the muffler, but i suspect if you have a bad muffler there would be tell tell signs at the heat muff and scat tube flanges. Just remember this also where your cabin heat comes from so any CO leak will end up in the cabin regardless of the heat being on or not.

Sounds like you might have an exhaust leak

Don't do it, Fix-A-Flat doesn't work well at all on tubes and is very corrosive not to mention it's a mess for who ever repairs it correctly later on

IMC is confusing some, visible moisture does not mean you are in IMC, you can be in VMC under VFR and still be flying in the rain, just as you can have visible moisture on the windscreen or leading edges and it not be raining. You can also be in the clouds and not have any signs of visible moisture, So what I have have been harping on is go by the POH and if you have visible moisture regardless of being VMC or IMC use carb heat at any power setting. like I said earlier, I have always used carb heat when there was visible moisture and during landing and never had an issue, I have had carb ice 3 times, all 3 times I was in VMC at cruise power with NO visible moisture, all 3 times were in Conti powered aircraft in S. Tx with OAT's greater than 75*F. My thought is if the Manufacturer, FAA and my CFII says use it(carb heat), then why not.

I seem to be in argumentative mood........lol i have serviced literally 1000's of batteries and most failures are due how the battery was initially serviced, I installed a Gil in a C150, 2 yrs later the 0-200 turned into a giant oil pump and we quit flying it, 6 months later the Gil in the C172 crapped out (pushing 5yrs old) so we swapped it with the 150 just so we could go flying. 2yrs later we still haven't replaced it. Most all sealed batteries come serviced from the manufactures due to being over filled in the field and causing major damage due to them spitting out the acid it didn't want, conventional batteries (filler caps) generally don't get the maintenance they need (water added due to evaporation) which exposes the plates to air and allows them to sulfate. If you activate (add the acid to a new battery), allow the battery to sit for a minimum of 6hrs for the plates to be fully saturated before you connect anything to the terminals. If there are dry spots on the plates they will short out if you charge or discharge the battery. I let a new conventional or sealed (if I added the acid) battery sit generally over night before charging and installing. While I'm on batteries, sitting one on concrete will not discharge it, this comes from the days when batteries were constructed of tar covered wood cases, tar will conduct electricity so they were always being drained of power no matter the surface they sat on.