BDPetersen

The caravan arrival looked awesome! Nice work. Mine was more of a scud running Fiske at 9:30 am Sunday

I'm on my way to OSH in the morning. I have a generator I just removed from my C. If you are there I will bring it along. I'm coming from Ohio.

If possible, review the math on each weight & balance update. Not uncommon to find an error. My C is at 43.9. Scales and the proper weighing procedure would, of course, yield the most accurate result.

Don't let Nicolas Cage near it.

Generally, static buildup occurs when flying in clouds, moisture. Wicks bleed it away so as not to have radio static issues or discharges. "Struck by lightning" is a discharge of static build up. Makes pretty lights on windshields of jets, prop tips on DC-3's, (St Elmo's fire). Wicks prevent little burn holes from forming on pointy parts of the airframe, natural exit points. (As for me, I just use extra cream rinse.)

Having done the Fiske arrival maybe 20 times, my pet peave is with the inability of many to fly OVER the railroad tracks leaving RIPON. Not exactly something to practice, but to wrap your head around what it means to put the tracks between your legs and keep them there. It's disconcerting to try to figure out how to get in line with someone who can't find the line. Altitude control, as well. Then listen. Be on the frequency plenty early to get the jist of what to expect. You'll be fine. Fly the specified speed on the arrival. Gear down leaving RIPON.

After the IR, the commercial will be like dessert (fun flying). That is, if you like to fly.

Proper rigging makes all the difference. But the weakness I personally have is in my hand strength and getting it unlatched. Even with a new down latch socket it's my nemesis. A touch of arthritis. The actual swing of the gear is fairly easy if timed correctly.

Or the phone call to the chief pilot . . . Purdue DC-3's were equipped with JATO mounted under the belly. The purpose was to be used in the event of an engine failure in the first stage climb giving enough time to get the gear up and prop feathered (so there could be a next stage climb). The switches to fire the JATO were on the pedestal behind the throttles and had red guards over them. The procedure was to raise the guards when cleared for takeoff. One day the tower cancelled the takeoff clearance after the guards were raised. When re-cleared for takeoff, the captain naturally slid his hands to raise the guards. Oops. The -3 sat on the runway belching fire from its belly for the advertised 15-20 seconds, burning the fabric off the elevators. When the tower inquired if they were having a problem, the Capt replied "Not as big as the one when I get on the phone."

Inasmuch as my bottom cowl is off and the generator is removed and much of my Mooney is strewn across the hangar floor, it is summer and no time to go tilt at windmills on a parts quest. So I ordered a Plane Power conversion. (I should teach a class on rationalization skills.) So if anyone has need for an Interav setup, it's available.

Sigh. A new wrinkle in this conversion. Pulley/belt width mismatch. Pulley and belt on the flywheel which drove the generator is like a 1/2" width while the alternator pulley is on the order of 3/8". Looking for a pulley swap for the alternator, but so far have stymied everyone from local shops to Aerotech in Louisville. Plane Power uses a pulley capable of using either belt width. Anybody have a solution?

I'm also curious how the field switch is handled in other installations. On the original generator setup, the field is switched by the master switch rather than a separate switch. I think the STC install instructions ok using the existing switch setup, but I would think a separate switch would be advantageous. I recall on older types that an over voltage trip was reset by turning the master switch off then on, in lieu of having an alternator switch to accomplish this.

Thanks. I suppose the placard is on (or supposed to be) similar installations on other aircraft on the field. I'll stay tuned.

Raring back to install an Interav/Alcor alternator conversion. It references a placard to be installed near the field switch by part # (OCR-12A-6) but not having said placard, I am wondering what the exact verbiage might be. Anyone? (I know, Plane Power is better, but you work with what you have.)

And now I can make a down payment on the new Concord battery I apparently need . . .

Nice. But finger-pickers should not attempt?

Yep, it's a Continental. The master orifice on the compression tester will tell you when to worry.

Enjoy! You'll find plenty of answers to any questions from these folks.

Sunken Lunken. I'm sure you're in good hands, but if you need a back up, I'm just under an hour a way. You can reach me through my PM (private msg) link.

My E time is quite dated (flew some back from factory when new, for example) but pretty sure could help. What airport? (I'm flying a C now.)

Ashland, OH (3G4) if you get desperate. What year is plane?

I note an 1100 hr IO-360 fwf on an E on eBay. Your engine is worth a lot. Might be less painful than you think. (If you take it I won't have to think about it myself.)

Grew up at Iowa Sunday morning flight breakfasts. Hope I can make it.

I've used Aerospace several times with great results. I even recall hand carrying a piece to MSP using an airline pass for quick repair. They know their stuff.

The fixed gear M20D seemed to fly, go-around and touch & go just fine.