Pete M

You're confusing indicated with true airspeed.

My '64 E did 162ktas at 10k. Verified with two seperate 4 way gps runs. One at about 8500ft and the other at about 10.5. 200lb pilot, maybe 60% fuel. No mods to speak of. Ram open, full throttle, 2550 on the prop. Recent overhaul, new prop, fresh paint over sanding primer. When I bought it, it was probably a 145kt airplane. The little things do make a difference.

Can't believe this even a discussion. Call an aviation attorney in the state you bought the airplane in and start from there. He'll likely start with a letter to the shop demanding repair or restitution, then the negotiations start to avoid litigation. This caae is egregious. Theres no reasonable way you'd lose this one. Imagine listening to the a&p explain to a judge how spar cap corrosion, something so common and could cause the wings to fall off, is not something they look for. It's laughable.

Vx and vy are generally clean wing numbers. Initial climb speeds after vr with t/o flaps are specified in poh's, for ex. Cessna calls it " barrier speed", but they are not vx or vy. Use the procedure specified in the poh, the one you have or an earlier version. Used to have a 64 but lost it. Now i think i have a 65 "owners manual". I dont believe an "faa approved flight manual" is available for your airplane. Know your terms. Your cfi should have explained this. If you're near princeton nj, come see me next week. Pete

I'd go covered tie down, corrosion x or similar every two years, wash/wax...should be fine. Dont let parts of the plane hang over the grass. If you plan on doing extensive work on the plane then you'll want a hanger. You can probably keep a locked tool bin near the plane for preventative maint. My last hanger cost 175mo. Cant imagine coughing up 500mo. Thats 60k in 10 years. Now take that same 500mo and dollar cost average into an index fund. Now what do you have? Probably a pretty decent j or k model:) Last place i based ramp tie down was free:) i like free:)

I agree, but I'd be surprised if there was a cfi on board. You don't teach a student to go full retard:)

With your cfi. My usual total wind limit for solo students is 15kt...8kt cross. Taking off with a what...25kt tail wind? Instant revocation of solo privileges pending remedial training and extensive re-evaluation and quite possibly followed by a discussion about how he'd be better off taking up golf. His cfi would have a lot to answer for as well. There are a lot of issues that need to be addressed when a student does something that stupid.

Student? Never should have been in those winds. If its me, i get on the radio and ask him what the hell he thinks he's doing. But I assume you thought he would back taxi and not take off.

If your gonna sell, I'd do it now. Once the fed stops buying everything in sight and they raise rates all this money sloshing around will dry up and prices will come down fast. 172 prices are driven by the pilot shortage...mooneys, not so much. The recent rise in engine costs is going to have a chilling effect as well. I think the short bodies are gonna take a beating in the next two years, but, hey, what do I know:)

Not here:) I'll fly until winds get near 30kt's. Here, its not the wind thats the problem, its the mechanical turbulence it creates on final and take off. "Temporary loss of flight control" I think they call it:) All my students are exposed to high winds. They're gonna be caught in it one day and I dont want that day to be their first time. Pete

Rule of thumb...use carb heat any time you're operating at reduced power. Carb ice starts to form in the descent. It was very humid here with temps near freezing, i actually picked up some airframe ice outside of visible moisture. I kept the heat on most of the flight including climb. If carb heat makes the engine stumble, get it fixed. Sometimes carb heat makes the engine stumble because there's ice in the carb throat, it melts and, well, the engine doesnt like water:) Pete

Try not cylcling the prop or do just a very light cycle before t/o and see if the leak stops. If it didnt fly much could the seals have dried or shrunk? Either way, its been 7 years so a reseal wouldnt be wasted money imo.

Seems odd. You removed the heavy radios, put in light radios and your cg moved forward? Mine moved rearward. What was removed in the rear that was so heavy?

That guy's worth his weight in gold:) Couldnt hurt to drop by with a bottle of scotch and a box of nice cigars to show your appreciation:)

Boy, this threads been going on for awhile. I've been teaching in the airspace over NJ for the last two years out of Princeton. I've also taught in FL and CO. I fly 7 days a week, 4 to 6 hours a day. I've been flying for 20 years with 3000 hours in light airplanes and about 7000 landings, which gives you some idea of how much time I spend in traffic patterns. The op's perspective concerns me because it is completely misguided and I run into it all too frequently. I would refer anyone who's interested in the following FAA AC: AC 90-66B -Non-Towered Airport Flight Operations (faa.gov) When the Warrior called take off the op should have known that his plan to enter the pattern was increasingly unlikely to work out and he should have adjusted his plan with a right turn to enter on the 45 after a 360 for spacing or whatever manuever within reason to provide the needed seperation. I grew up here. I've also lived and flown all over the country. We're diffferent here:) No doubt:) Do not carry the NJ/NY way of driving a car into the air with you. At worst it will get you killed, in the least it will just piss off everyone around you. I get it. Sometimes it's hard. If you make a mistake, if you get too close to someone while entering the pattern, it's your fault. Period. I don't care what the other guy did or didnt do. Unless he reversed direction on down wind and came straight at you, it's your fault. Apologize, say you're sorry, and then, respectfully, STFU. No amount of rationalization will you make in the right. Do not expect a cfi to stop teaching to coordinate your entry into the traffic pattern. If you can't figure out how to do it without radio communication you shouldn't be flying without obtaining more training. You must have the ability to form a picture in your mind of where the other airplanes are going to be when you get there and be aware there may be some not talking on the radio at all. Ever been to Vansant, just over the river in PA? You should be listening to the radio from at least 10 min out. If you're doing 180kt's that's 30 miles for those of us who are math challenged:) Do not expect anyone to respond to an "any traffic please advise" call when you're 3 nm from the airport. Seriously, don't do it. It makes you sound completely incompetent and I promise you, everyone will look for your arrival, but no one will respond. When you make your initial call, distance, direction, and altitude. That's it. We don't need a long winded diatribe on your future plans. The radio here on a nice day is super congested. It's an unctrolled field. Enter any way you like. That's half the fun of it. I like high speed overhead breaks:) But keep certain things in mind. Don't desend on to the downwind. Be at tpa before entry to dw. You can't see down and they can't see up. If you do the tear drop thing, be aware, it can be a very congested area with lots of aircraft desending in the same space. When you cross the field be 1000ft above. Aim says 500ft min but from time to time it may not be enough for various reasons we are all aware of. I was almost hit in the right rear the other day by a very large commuter heli headed into NY that was transiting too low. It was very close, 25ft maybe. Expect another pilot to be doing the dumbest thing you can possibly think of. I can't tell you how many times I've come nose to nose with someone going opposite direction on downwind even though they knew what direction we were landing in. People get disoriented all of the time. The biggest thing are pilots entering opposite the cross wind leg. They're usually trying to enter on the 45 but they miss mid field and enter going the wrong direction on the crosswind. Aircraft on dw ahead of you are extremely hard to see. They can literally disappear if there is any haze or on a grey day. Don't enter dw doing 160kts. You're asking for trouble. I had a bonanza pilot screaming at me over the radio one day because he almost ran into the back of me while entering dw. Said I wasn't making frequent enough radio calls. I made all the leg calls, but apparently they weren't enough for him. Thats how far people take this radio non-sense. Don't be that guy. I realize most of us who've been flying for awhile know these things well but given how often I see these errors in "experienced" pilots I figured they may be worth repeating here. If you've never read the AC, it's a good read. Good luck, be safe, and don't stalk or take pictures of the CFI's. It weirds us out:) Pete

Hi guys, I'm a cfi at princeton, near linden, uncontrolled. Probably spend about 6 hours a day in the air around here. Ya know, not every circumstance is spelled out in the regs and we all have to share the same sandbox:) In general if you are approaching a field you should yield to anyone in the pattern. Lots of student training occurs at these little airports and the crews can be saturated or you may be dealing with a solo student pilot. Add in old equipment and bad radios. if I understand this correctly by the time you reached the warroir you were or would have been in trail and overtaking which means you have a duty to avoid. Either way you should have executed a right 360 on dw for spacing. As for the talking...uncontrolled field...no radio required. Some a/c have no electrical so dont expect people to talk to you and traffic in the pattern is under no obligation to coordinate your arrival. Be the bigger man and more experienced aviator and use your superior skills to manage the situation:) A lot of these guys could use your help in making things easier to manage for them:)

Not to be argumentative but Did they use his prop and governor in the test cell? I base my opinions on experience. In theory i agree with you but in practice i've seen take off rpm change slightly after break in. A Lot of moving parts working together. Obviously a digital tach check is required. Since its not an overspeed could it really hurt anything to wait to correct?

Would it help to run a high map and a lower rpm? Increase icp and reduce heat from lower rpm? Pete

The seat in my e let go on rotation once. Was terrifying:)

I would Wait for the engine to break in before adjusting rpm as long as its in the ball park. I try to resist demanding digital accuracy in an analog world:) Pete

I was in the break area with my student while you were taking to ken:) Didnt know it was you until ken told me after you left. Pete 352.642.5579

io 360 a1a's are not counterbalanced. No dive involved. Pulling throttle back to 15 or below at high rpm will get the prop driving the engine. No dive necessary. Short body e's are very slippery. J's are counterbalanced. Not sure what the limitations are. Pete

In my e i'd pull prop back to 1950 and throttle to just above gear horn. Worked very well. High rpm gets the prop driving the engine. Not an a&p but as i understand it thats not the engines happy place... Teach out of 39n...never met caruso...:) Pete

Fuel servo seems to have healed itself:) not my plane, if it had been that sucker would have been off and sent out within 24 hours:)

You're at 39n? I'm at the flight school every day. Stop in when you're at the airport. Dont recall seeing an o there...maybe once or twice. Do you fly much? Pete