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  1. I push forward on the gear handle to unload any tension on the system, use the side meaty section of my index second joint, or the proximal interphalangeal joint, to push the button the slide the handle down. hope this helps
  2. This is clearly a right handed person problem us left handed folk are used to adapting to a right-handed world!
  3. I have NEVER left a rudder lock on, taxi over chocks (twice), started a start sequence with the inlet plug and prop tie on, left an oil door open...... fortunately all have been caught pretty quickly. Just last week, my wingman, (we fly in groups of 2 at work) left his cell on the float (amphib). Realized at some point during our 4 hour sortie. We got back, and he took off for a "walk". found it sitting right on the white centerline of a very busy fire base, not a scratch on it. How a 100,000lbs airtanker didn't smash it like a bug, I dont know.
  4. I found that teaching 3 pumps and 90mph for the final segment worked well. Most of my students were transitioning from draggy 172's, and 2 pumps just didn't offer enough drag and they would surely over speed at times. Missed was simply power up, positive rate, gear up flaps up.
  5. many IFR cessna 180's and 185's are running the sbsj16. Even a few 24v guys, running in series. These two guys that come to mind are starting IO-550 with garmin glass everywhere. I run it in my personal 180, and my citabria. These are great batteries, last far longer than anything Gill or Concord. One battery was given to me and was about 4 years old. I ran it turning a 0-360 for about 4 years, then, about 6 years ago, gave it away to guy with a cub. I think we got our money out of that battery. Caveat that, we do move the battery to the firewall most times. shorten the distance the battery has to work. If the amp hrs becomes an issue, you could run 2 in parallel. Now that cancels out any weight or price savings you were shooting for, but I do strongly believe they would last much longer than any of the other batteries.
  6. I don't want to discredit a fellow IA. They may be very skilled with a scope. For me its hard to see around each stud, and every bit of weld around the edges where the caps are welded to the core. There are a lot of places where a small leak can go missed. I will admit that my memory is that of a gold fish..... I don't recall off the top of my head if mooney has an AD on the exhaust, but many planes do, such as pipers and champs. And it specifies to remove that shroud for inspection. If you think the Mooney is hard.... try inspecting a piper pacer every 50 hrs! A scope is an amazing tool, I personally have invested well over $2000 in them over the years. They are a great tool for inspecting things that would otherwise never be seen... Spars, cylinders, cams, turbine blades...... but they don't see everything, and I don't believe an exhaust shroud is all that difficult to remove...... besides, most shrouds have half the hardware missing or loose by the time it gets to me.
  7. Did mine last winter. option 1. AWI did an amazing job. The "repair" is new stuff. I really don't buy into PF, not for what they cost. I know plenty of owners in other makes switched back to more stock style exhausts. and, at least my E, removal of the shroud was easy, much faster than using a bore scope. and much more thorough inspection.
  8. AWI worked well for me. they will need the risers as well. My shop will weld exhaust routinely, but at a certain point the wall is so thin it will blow through next to the weld. which was happening to mine. I was doing a weld repair every oil change....... finally I got tired of that! $2k and AWI made new everything. And It fell right into place.
  9. C.I.G.A.R.S. I fly many types of planes.... and the "last guy" probably didn't reset anything. This has kept me from getting into too much trouble....... and has worked from everything from the little taylorcraft to the learjet. Run your approved checklist at the appropriate time, for this is just a mental check, and most times, especially when I change plane types, I'll run it 2 or even 3 times as I taxi and line up. C- controls free and correct I- Instruments set G- gas on and appropriate tank A- Attitude ..... Flaps and trims set R- radios set (& GPS) S- Seatbelts and switches (lights, arm spoilers, wing/inlet heat, etc) These things will at least let you takeoff, and get some altitude before you have to figure something out. Hopefully without annoying ATC too much. and if nothing else, enter the pattern and land to shut that cabin door that was forgotten about! And good on ya Jay..... you instinctively followed rule number 1! FLY THE DAMN AIRPLANE!
  10. AND finally, after a long summer, the plane is planned to be in south Houston tomorrow. KLVJ. It will be in the hands of Randy and is guys at Air Professionals. Feel free to contact them to see it. I'm still available for further questions.
  11. Here in Alaska its very common for pilots to learn and checkride in such planes like Taylorcrafts, and pipers that have only ever had one set of brakes. And these where primary trainers back starting in the 30s on. Teaching in these types of planes, as well as the mooney, I tell the student that brakes are only for holding the plane for run up and turning (needed in these old TW planes). Teaching proper airspeed control on final and landing on your intended point, from the get-go, and you really don't need brakes. Start the student off that way, and they will never know any other way.
  12. remember this one saying "90% done; 90% to go", and you should be doing good! The wife wants us to build a RV8 from scratch. I'd prefer a 7 because I know she'll stuff me in the back otherwise! Either way, looks like we will be joining the RV world in a few years. So I've been told- "Happy wife, happy life"
  13. I was not placing any determination on the airworthiness of this aircraft. All I can do, after viewing the one picture provided, is advise the owner/pilot to have it inspected before further flight. But as you, I can guess with good odds what the determination will be. I was simply trying to convey, to those who are quick to scrap an entire airplane over one picture, is that someone who is properly skilled and experienced, needs to evaluate the extent of the damage. I wouldn't call this a hobby for most. People are quite passionate, and want to learn and be apart of every aspect of all things that fly. There are lots of owners out there, who have bought projects (sometimes unknowingly) and brought them back from the brink. I by no means was implying that the OP go out and buy this plane, then spent the next year rebuilding the wing, but he is free to do so if he so choices.
  14. Nicely done Dan. This is the reason why I recommend engine analyzers to clients, even if they think they cant use it because they have carbs. You where able to see on the analyzer that you had an issue BEFORE it started coming out of the sky. BTW, second run cyls should provide you with good life. I hope you make a lamp stand out of that popped cyl. Good conversation starter for your BBQ guests.
  15. I'd say that's clever. I've heard of people reaching out to owners of planes doing the same.... and finding such a plane. Many people are on the fence of selling, so on. There are tons of planes for "sale" without ever being on the market. And, honestly, my best buys, (I've owned 7 planes) have been from people who have haven't advertised. You thinking of selling? Look into it, throw him a price. If not, toss it out.
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