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GeeBee

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GeeBee last won the day on January 10

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    N192JK
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    M20R Ovation 2GX

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  1. The single biggest factor besides correct technique of the hand propper, is a good set of magnetos and spark plugs. So often I have seen people struggle with a hand prop because of weak spark which results in struggles with fuel, which then results in unintended RPMs and a resulting runaway. J-3s with A-C mags seem especially susceptible because so few are correctly maintained because of a paucity of skilled maintenance people on those units. I used to be very good at hand propping even bringing some 6 bangers to life. No more. I am not current and no longer proficient. I took quite a beating a while back on SuperCub.org because I challenged the conventional wisdom there that everyone should be able to hand prop their airplane. There is not reason to do this if a starter is available for several reasons. One, if it is starter equipped it is unlikely the person involved is proficient and current, both required for a safe start. As I pointed out, a dead battery for starter is not an excuse in the world of overnight freight. Some Alaska types said, "What if I am on a glacier!" Answer: Have someone fly you up a battery or starter. Hand propping when you are not current or proficient on an snow or ice covered surface is a really bad idea. Bottom line, like texting while driving...it can wait. A while back at KUCY I saw a 172 after several failed start attempts ending with a dead battery attempt a hand prop. The technique was so bad including leaning into the swing, I finally had to walk over and suggest they stop before someone got killed. I rarely do something like that, but I decided it was so bad that if the prop caught, there would be blood.
  2. So you takeoff, at around 800' your engine quit, you push everything forward, and swi........tanks? How is that fixed harness working for you?
  3. Actually, recently visited a shop that is both a Cirrus and Mooney Service Center. The shop is qualified to do Cirrus repairs and I saw two under repair. One was a hangar rash to the stabs, the other was a collision between a fuel truck and wing. Neither repair condemned the airframe. The repair method was reviewed and approved by the factory and a repair kit was created to fix the damage sections. As I spoke to the shop foreman I asked how the man hours of the Cirrus repair compares to an aluminum airframe. He said in reality they are about the same if not a little less for the Cirrus because removal of the damaged section is actually easier. Repair of composite airframes is not new. The Marines in the 90's repaired successfully a lot of AV-8B Harriers wings with a lot of Iraqi created holes. They have not lost one to a bad repair.
  4. Inertial all the way. I flew in a friends airplane a while back with manuals. I dropped a pen on the floor and what a PIA (That is not Pakistan International Airways)
  5. When someone says, "replace all 6 cylinders" that is a non starter for me. There may be some weak cylinders but they all don't go bad and they don't go bad in 30 hours. Fix the exhaust valve and get the FF right. Take it from there.
  6. If it really bothers you, run your system on the ground, open the panel, if the back is dry, not to worry, if it is wet, trace the puddle.
  7. IMHO as long as you have good flow out of all protected surfaces I would not worry.
  8. Ok, tried it on grey plastic on my Garmin marine radio. Lots of silicon goop in there and it did not craze or deform.
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