BDPetersen

Yes, battery life question. But I think sitting in the cockpit for the ride would be fun and likely freak some folks out as you glide by. LOL

What’s the range? Would it handle 1000’ trip to the pumps?

Now I feel less old. Thanks

Now, if you grew up in the ‘50’s, you could dig out your old WinkyDink kit (kids tv show) and repurpose it. I won’t even try to explain.

While waiting for a solution, a section from a 5 gallon bucket makes a good shield for the tire.

Please put me on the bandwagon. ‘66 C

When the nose gear on my C310 failed to fully extend I opted to land at the nearby tower controlled airport with longer runway. Minimal damage on landing, I left it parked in the middle of the runway awaiting FSDO ok to move it, hard to find them on a Sunday afternoon. Contemplating jacking it up to fully extend the nose gear and tow it away, when I got back a bit later a short time later I was surprised to find it had been removed to a parking area. Then I saw the tail. The FBO saw fit to have a few goons climb the tail in order to weight it down. Down it came, driving the tail cone and elevators into the asphalt. They did as much damage as the landing. Moral of the story for me, try to keep control of the situation.

Inspection plate probably the easiest part of project. 64 gallon is an option for the “C”. I’m guessing it uses the same 8 bladders.

I agree. It’s just that mindlessly seeing a middle of the green indication is comforting. I’m glad to see the JPI giving the rest of the story.

Good time for a puppy. Hoover flew back from NC July last year. Unfortunately, hasn’t been up since.

Although I’m pretty sure if my factory gauge started rocking readings of 200ish I would have freaked. The probe for that gauge is near the vernatherm-oil filter complex. The installation notes for the JPI probe caution not to install it near the vernatherm ( although they clearly illustrate the place to put it in the front of the engine).

Interesting. So my nice middle of the green factory gauge reading may have been wrong all this time.

On recent flights my factory oil temp gauge would occasionally take excursions to the high side. I didn’t take it seriously based on the other indications and the early phase of flight. Fiddled with wiring but found nothing. But I used this as a good excuse to stick a oil temp probe on the JPI. On today’s test flights, the factory gauge performed flawlessly, of course, reading a nice steady 160F while the JPI settled down at 198. Because the probes are on opposite ends of the 0-360 I expected some spread, but I was surprised it was that much. I suppose, among other things, it verifies the effectiveness of the oil cooler. Don’t see any problem here, just an interesting observation.

Better yet is the steering wheel replacement in my Mooney. I used one from an old DeSoto. Not sure what the horn button does. ( I’m kidding.)

I went to a one room country school. That always explains a lot.

I love the way my iPad spells absence.

I’ll regret this, but after a long absents, a typical airport cookout event is starting to take shape for Sunday afternoon, July 4. If you were looking for a destination, I’m sure there will be plenty of food and geezers. Briskets and ribs from the smoker, who knows what else. It would be fun to see a few Mooneys as well. No big deal, but maybe some of you Ohio folks need an outing.

Thanks all. Now all I have to do is garner an invitation to my nephew’s recently acquired mansion . . .

There is one sump in each wing. So two bladders per sump in the 4 bag system. I am pleased with mine but I am never useful load challenged.

MMU or CDX or . . .? Family visit. You New Jerseyites probably have a preference.

Dealers choice, I suppose. I guess a quality reseal would be desirable but the time delay factor seems to be significant. The good shops are booked well in advance. I did a patch job on mine that showed more seeping after a couple years. So I opted for bladders, 54 gal version in my “C”, which I managed to install in a couple of weeks. Not sure what the bladder Installer’s schedule would be. It’s nice to not smell fuel in the hangar and find as much gas in the tanks when I fly next as there was when I flew last.

No mb receiver??!! Is there no respect for tradition? Next they will do away with the true fade and fade 90 LF range orientations. I think I’ll go pull the whistle-stop tuning knob on my Super homer for old time sake.

We trained quite a few folks in the fixed gear, fixed prop M20D. I suppose those items could be kept out of the mix for early stages of training. Or not.

Same as MooneyMitch. Older KT-75. Working fine. The wingtip gives me some second thought regarding possible vulnerable to hangar rash damage, but so far so good.

It is interesting that this mod uses an STC. Understandable, I suppose. But in the restoration of my Stinson I find that the Cleveland brake conversion gets the calipers installed forward, aft or even up depending on the brake without extra paperwork. I guess that’s how it goes with a 75 year old airplane. As long as someone signs it off.