BDPetersen

Legacy airplanes are the best! Enjoy.

Not my first rodeo by several decades, but experience doesn’t always compensate for time and age. Besides, I like to whine.

Yep, that’s me all over again. Did I mention re hanging engine also sucks? AI and I spent most of 2 hrs just getting hose to fuel pump re connected. Building ship in a bottle stuff.

Great airplane, underrated in market value. With GAMI’s 11 gph in my F model. Great for OSH camp packing. Unless it was muddy.

FWIW mine are exactly like yours. Must be a reason.

Hefty has a nice line of bags.(I’m no longer welcome at better hotels. OSH is fine.)

Hold my beer. I’ll show you.

Properly configured progressive lenses are no brainers. Might take a tweak to get the panel in the sweet spot, but worth it. Years ago I tried some bifocal type lenses with an overhead segment to accommodate the overhead panel of whatever big iron I was flying at the time. Unfortunately at the time they could only be made in glass. Too heavy. I probably should dig them out for maintenance tasks over my head when my neck won’t bend far enough.

As long as they keep funding my pension.

Father’s Day. #1 son soon to be a Delta captain . Hmmmm.

Interesting that it is 52 cranks on a Mooney, Bonanza, and C310. Sorry to hear the Mooney system is fragile.

Not sure what that says re the C model. Is the spacer mentioned for the E,F a shim? Also noteworthy is that both halves of the Lord J 7402-1 mount are the same, per their tech support.

I now see the Maxwell article I couldn’t find. Trial and error? Let’s hope it looks good the first time

I recall that despite my clearly superior understanding of the targeting principles involved, I nearly wiped out a couple of parked aircraft not that close to the target.

Sorry, but looking at old threads I can’t determine if with new Lord mounts if you eliminate whatever shims may have been there. With the engine off the firewall there isn’t a way to adjust with reference to the cowling. I’m probably missing something in the manual(s), but I don’t see them called out although I think I recall a mention of the factory possibly installing shims.

I haven’t made it for the last few years, but started going in the ‘70’s and only know it as a camping event life experience. Pulled 2 little boys around in a special OSH wagon. One is now checking out as a Delta captain. After 5 days one doesn’t want to go back to the real world. And then the days begin to shorten. Anyway, stay loose on the arrival. Learn to straddle a railroad track, not offset to one side. Try to hold a precise altitude, unlike those other fools. Rock your wings and listen. Somehow it works. Lesser pilots than you do it. Breathe it all in and make some memories.

Hmmm. Which one of you is Heather?

Got the Copper coat. Anxious to try. Well, anxious is probably too strong a word. Wish there was an aviation version of Garage Squad.

I was aware of the RTV. Didn’t seem to be a red flag to those who saw it or that I mentioned it to. Bolts were torqued. In disassembly, RTV seemed to be specific to one area, making it seem it may have been an attempt at a patch of some sort. Not a great idea but maybe it worked for awhile. I take it some “enhancement” to the dry gasket is acceptable on reassembly?

Hopefully not with a rigid scope. So, for a Paul Harvey “rest of the story” moment, I note that while cleaning the flange of the sump, gasket had to be scraped off except for the portion on the aft edge. That part was shiny and mostly clean where the leakage was likely oozing from. And (bingo) that area was directly over the pad heater. The block portion of the heater had become somewhat detached from the sump, undoubtably causing poor heat control of the pad and likely allowing that area of the sump flange to become warm enough to compromise the seal. There was some evidence of red stuff (sealer) in that seam. I suppose the question is did that portion of the pad become detached or did the pad malfunction in such a way that it overheated, causing the detachment.

Thanks for the tip. I see a 3/8” slot I might get the scope through.

Well, that wasn’t as expected. Popped the sump off, we hoped to have an unobstructed view of the bottom end of the engine. You don’t. Can’t tell if some talented work with a flexible borescope would get a view of anything interesting. Guess I’ll study the O-360 parts manual.

It’s an opportunity I may take. I perceive a hint of sag that could be fixed. Lord vs Barry?

I like the 500’ idea. Seems that’s how we used to do it. Last year the fools did one using like 200’. I didn’t participate (how do you bomb from a Mooney? ) but where’s the challenge in 200’? I tried doing it from my 310 once, tucking the bags in the split flaps to be released by extending the flaps. They didn’t drop. But it would have been so cool if it worked. Oh well.

Pull sump and inspect. That’s my plan. Oil filter was as clean as any I’ve seen. Now if those hangar elves would just show up. Of course now that the engine is off come the list of “might as well’s”. New Lord mounts? Have engine mount bulletins complied with? Muffler?