Hank

So, what time are we looking at? Lulu's, or Throwed Rolls, where pilots get advanced to the head of the line?

I keep little stuff there--fuel cup, dipstick, spare headsets, tie down ropes, etc. The cover lives in a nice zippered bag, and I generally throw it over the stuff piled behind the seat . . . The tow bar is generally edged between the cover bag and the backseat, helping to hold everything in place.

Whenever I talked to a tower, I had flown somewhere, even if only 4nm across the river . . . Depart KHTW on 26, make a left turnout and enter left base for 30 at KHTS. Those were the days! Everything was new and exciting!

If I'd pulled that stunt, my widow would have used the Mooney to troll another pilot to fly her around . . . . .

I'm up, weather permitting. It'll be a VFR run . . . .

There's a young feller in Kaliforny who has a new plane listing service advertised here, along with t-shirts and stuff. What's his name?Jesse maybe?

Here's one near me. But to get the phone numbers, I had to scroll way down. Since we're all too old to go through Pensacola now, anyway . . . .

Way too many 337s there, Skip. Here is the list of Major Airframe Alterations from FAR 43 Appendix A: FAR 43 - Appendix A Major Alterations, Major Repairs, and Preventive Maintenance (a) Major alterations (1) Airframe major alterations. Alterations of the following parts and alterations of the following types, when not listed in the aircraft specifications issued by the FAA, are airframe major alterations: (i) Wings. (ii) Tail surfaces. (iii) Fuselage. (iv) Engine mounts. (v) Control system. (vi) Landing gear. (vii) Hull or floats. (viii) Elements of an airframe including spars, ribs, fittings, shock absorbers, bracing, cowling, fairings, and balance weights. (ix) Hydraulic and electrical actuating system of components. (x) Rotor blades. (xi) Changes to the empty weight or empty balance which result in an increase in the maximum certificated weight or center of gravity limits of the aircraft. (xii) Changes to the basic design of the fuel, oil, cooling, heating, cabin pressurization, electrical, hydraulic, de-icing, or exhaust systems. (xiii) Changes to the wing or to fixed or movable control surfaces which affect flutter and vibration characteristics. Also included in this Appendix are Major Alterations to the Engjne (not applicable to landing lights) and Propellor (not applicable to landing lights), as well as Major Repairs (not applicable to replacing landing lights). So which losted item, selected from the FAA's list of i-xiii do you think changing the landing light falls under? That's right, none of them! Take out incandescent, put in LED, get your A&P to sign your logbook. Done! It's NOT a Major Alteration, so no Form 337 needs to be filed.

When parking in squishy grass, with or without boards, pull the plane forward at least a couple of feet before loading, boarding and cranking the engine. It's polite to pull completely out of line and turn into the aisle so you don't powerwash the plane / tent behind you when you crank up and advance the throttle to move. Had I not done so after heavy rains at Tornado and Fun, I'd have probably stayed until Tue or Wed instead of just Sun (with planned departure date of Sat).

The Mooney into the berm wasn't making full RPM. The pilot should have noticed; but he had been in & out of that field in the past. Bad operation (black not pushed fully forward), bad governor, bent linkage??? Existing issue before this flight, or newly developed during this takeoff? We may never know. But overweight surely falls on Pilot Responsibility and is for sure a Contributing Factor.

PM sent. My C has a rotary dimmer, nothing "automatic" about it. I'll get a picture tomorrow for comparison.

But how many of the pilot-related accidents started with something else, and the pilot reacted poorly "causing" the resulting accident? Had there been no unususl occurrence, the flight may have continued to a successful conclusion? I'm afraid that will involve far too much reading for me . . . . I have visions of "The accident was caused by the pilot's failure to maintain proper airspeed and glideslope. Contributing factors were power lines, the tree and the failure of the cylinder mounting bolts on Cylinder #3." Thus part of the 74% rather than the 16% mechanical, because we are supposed to be able to land without an operating engine.

You sound jealous, Peter. And bitter . . . like you were slow and someone else bought the Rocket you were looking at. Ricky, I would concentrate on real information from actual Rocket owners instead of the rant above. Good luck in your search, and remember--the PPI is your friend!

Congralations on finishing ine the right way, and best wishes for Project #2!

Congratulations on finding a diagram! Whatever failed on mine did so spectacularly, leaving only wires and soot. Never could find a diagram to see what it had once been. Finding a replacement unit was quite difficult. Good luck with your search! If you find a modern replacement, please let us know!!!

Since the sequel is 34 years after the original, it better be good . . . . I'll take a large popcorn and diet coke in my center seat. And just wish for a cold beer.

That's what my broker charged me for $65K hull value with 62 TT, 0 complex back in 2007 . . . . Since then, market went way down and now is springing up rapidly.

I think our Abominable friend means, what percentage of General Aviation accidents are not related to the actions / inactions of the pilot, from preflight planning up until impact? It's an interesting question, and I would also like to see the data. If someone running a Swiss lathe messed up the tolerances on the engine mount bolts (either holding the engine to the mount, or holding the mount to the airframe), that is unrelated to anything that I as owner / operator / pilot can prevent. Interesting related trivia: my dad turned in his wings after the tail rotor fell off of his (large) helicopter while orbiting the beach at 500', waiting to pick up an admiral and staff. The machining tolerances at Sikorski were off, and the nut that held the tail rotor on had a slightly-too-large hole drilled in it before tapping . . . . . Grounded the fleet.

I'm jealous! Missiles are sweet, and there just aren't very many. Enjoy your new ride!

What's a "light control box"? I'm not sure my C has one, unless you mean the 3/4" round knob on top of the panel that turns on panel lights. The circuit board behind mine went out once, causing a total electrical failure on approach in the mountains, just after coming out the bottom of the clouds. Took forever to find a replacement . . . . several years ago (7? 8?).

Cs don't have ram air, just a convoluted intake going to the carburetor.

See my edit for almost-100% power. You're starting too high.

Must be altitude. On the 5000 msl chart above, WOT = 24.5"; at 2700 that's only 89% rated power. Ah, a check of the Sea Level page shows WOT = 28" and 2700 give 99.5% power. You started at 30", ignoring intake losses.

It's my understanding that the flap mounting system was redone; my electric flaps with 125 mph speed are mounted to the rear sub-spar. Gear speed remains 120 mph.

Maybe for your J. In my and the OP's C models at 5000 msl, 24/2400 is 80% power. At lower altitudes, it is of course a higher percentage. Thus my recommendation to not run there.