BDPetersen

I’m not sure if the production issue is for #6 or if it’s for all Aeroshell grease(s).

My AI just called to see if I had any Aeroshell #6 grease. I don’t. Apparently there is a production problem (fire?) that won’t be resolved until spring, according to a supplier I contacted. It’s a prop grease. So if you are sitting for a case or two, now is your chance to cash in. The supplier said Aeroshell might know of an alternative. Fortunately it’s not a current need of mine.

Now will someone please invent a device to assist the thumb latch. Maybe using a grip motion to activate. The combination of thumb squeeze and sliding the whatcha ma call it out of the downlock sometimes makes for amusing aerial displays as my sore arthritic thumb struggles to do its job. Didn’t the early Mooneys not have the thumb button?

Like this . . .

Take a look inside the down lock (on jacks or airborne)to see if there is a groove worn in the bore. A common wear condition. New locks are available, obviously. Also revisit the gear down tensions. When I got my “C” I had both issues making gear operation unpleasant. Now I just have a bit of arthritis in my thumb that often makes unlatching unpleasant.

Yes, as in my DC-3 days, a big garden sprayer with a bit of de icer (glycol?) filled with the hottest water we could find. Hot water melted the ice, de icer kept from refreezing. Gives me chills to recall skating around on the wings.

Those were great. Time to cue up “The Sheppard “ again. Merry Christmas!

I dutifully sent my 2 sending units off for overhaul as I installed my bladders. Back in service, they are as irrelevant as ever. Presumably attributable to the factory gauge itself. Also on initial fill up I attempted to create an accurate dipstick for the new system. The readings were bizarre. Haven’t revisited that effort yet. It seems time and fuel flow are the only tools.

My brother-in-law had an 1800’ farm strip from which he operated his “C” and later an A36. Also a menagerie of other stuff including an AgCat, Champ and Stinson. You pick your touchdown spot and make it happen. Which brings to mind an unrelated story that I recall in the form of a newspaper story(maybe) about a guy who routinely flew a DC-6 into his farm strip in Wisconsin. I wish I had the article. Having flown the “6” a fair amount myself I only regarded it as a fun challenge.

Plus the elevator trim is on the ceiling like God and Stinson intended . . .

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.