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cliffy last won the day on December 4 2015

cliffy had the most liked content!

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About cliffy

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    Won't Leave!

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    Not Telling
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    N Arizona
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    You choose your position in life today by what you did yesterday
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    M20 D/C
  1. Honeymooney did I think 6 crossings of the Atlantic Ocean, Even in the middle from Africa to Brazil. That leg ( I talked with him) was 11+ hrs with@ 15 hrs fuel. Big tank in the cabin.
  2. Had a Mooney friend (now gone) who did Tucson to Columbus, OH nonstop once 8+ hrs. I can't do more than 2 +30 or so any more. Too stiff when I get out. Used to do LAS to HOU in 1 day. 7+ hrs, but now stop half way and enjoy the evening meal and room. Look up "honeymooney" on Google sometime to see what world traveling by E model really is.
  3. Some of you may remember Cal and his dog named Spot from decades of hawking TV commercials for his dealerships. Turns out to be just another Mooney pilot! Cal Worthington – From B-17’s to Lear Jets: 70 Years of Flying Safely Cal Worthington was born November 27, 1920, in Shidler, Oklahoma. Cal is best known as a legendary car dealer who has sold millions of cars throughout the western United States for six decades. His early TV commercials featuring "my dog Spot", and his catchy theme song urging folks to “Go See Cal” have become cultural icons. What is less known about Cal is his long-time, passionate love affair with aviation. Cal served in the United States Army in World War II, flying for the Army Air Corps, where he was the aerobatics champion at Goodfellow Field in San Angelo, Texas. As a second lieutenant during the war, he served as a B-17 Flying Fortress pilot with the 390th Bomber Group, flying 29 missions over Germany, and was discharged after the war as a captain. Cal flew in some of the most dangerous campaigns of the European theatre, including leading raids over Berlin. He was awarded the Air Medal five times, and was awarded the Distinguished Flying Cross by Jimmy Doolittle. When the war ended and Cal began to develop his automobile empire, he never left aviation far behind. He grew his early Los Angeles dealership in the 60’s by flying his airplane and doing air traffic reports for a major local radio station. As Cal became more successful, his planes evolved from a Bonanza to a King Air, and ultimately to a Lear 24 and then Lear 35, which he based at his 23,000 acre Big W Ranch near Orland with its private 5,000 foot runway. During the mid-eighties, Cal routinely flew the Lear to 23 auto dealerships spread out from Texas to Alaska. But his normal commute was from the ranch to Sac Executive in his Mooney 201, and air traffic controllers knew to expect that early morning check-in from Mooney “74H” just south of the Sutter Buttes. When he wasn’t flying the Lear or Mooney, he was probably in the Aeronca, checking out the ranch crops or finding lost cattle. General aviation has played a role even in the people with whom Cal works. His ranch manager flies the company 182 to the various ranches that he manages for Cal, while Cal’s long-time personal attorney has been a pilot for over 30 years. Today, Cal relies on a great co-pilot in his son, Rod, a retired American Airlines Captain. Through it all, from B-17’s over Berlin, to Lear Jets over Orland, Cal has amassed over 10,000 hours in the air and has returned safely each time without incident or accident. That’s just one of the many records of which Mr. Worthington can be justifiably proud.
  4. Skates have no load until skated with so the load is distributed all around as it rolls lessening the chance of taking a set. Seat rollers move only occasionally and then sit stationary fully loaded taking a set. Softer roller probably wouldn't work. Nice idea though.
  5. You will probably never see another makers servos certified with either the Trio or Trutrac A/P controller. They both come as a "system" and the cost to certify a cross platform system just isn't there. Let alone getting both companies to agree to do this! Or the FAA to agree! Both companies are in a race to see who gets there first.
  6. I've seen tire sidewall and two layers of silicone baffle material. Maybe your local airport has some scraps of baffle material? That's what your's looks like.
  7. Just asking (not pointing fingers) as I'm interested how the modification was signed off in the log book. Do you guys sign it off with your pilot license number or did you find an A&P willing to sign it off? Really, I'm not pointing fingers, I am interested in how it gets signed off. It is after all "maintenance" that has to be signed off.
  8. Ya its a cool machine. It'll do anything you need for airplanes and then some. Pictures pictures pictures as you work I'm doing the cardboard mockup on my double jackshaft tonight.
  9. Now that is a good machine! That will last for MANY projects. I hope you stole it :-) as they are usually not cheap. I tried zooming but can't tell- I presume it is a full walking foot model? Nice table and setup.
  10. Things have changed since 59 but CAR3 doesn't exactly address anything but surface fabrics. If the plane came factory equipped with wood floor boards (Beech) they are still OK. Don't "think" this too deep. Even when we talk of interiors where smoking is permitted we are still talking about the outer coverings on CAR3 airplanes. I do believe that the intent back then was what if a butt fell on the surface? Would it support fast burning? Also remember we used to (and still do) have interior walls that are covered with fabric and dope (sometimes it was NITRATE dope which was highly flammable! J-3s) If you have never seen a nitrate covered airplane go up in smoke, trust me, it is a sight to behold. POOF and its gone! Had a neighbor with an old Robin once who was covering his wings and the dope caught fire and boy did it go up fast. No time to even get a hose.
  11. Is there a hole drilled in the "nut" for safety wire to go through? The bracket its bolted to looks a little "roughly" made also.
  12. Well you can't really just do what you want. You need to reference the following paragraphs from 43.13 Chapter 9 Sec 4. (You need to show that the fabric met some kind of national standard by the manufacturer. Luckily most do if auto fabrics are used. Most meet a national automotive fire standard of some kind and can be found on the makers website) (1) If fabric is bought in bulk to refurbish the interior, seats, and ceiling liners for a CAR-3 aircraft used in part 91 operations, a manufacturer’s statement, declaring that the material meets the American Society for Testing and Materials (ASTM) or similar national standard for either flash resistance or flame resistance, would be acceptable, but only for a CAR-3 aircraft installation. (Refer to 14 CFR part 43, section 43.13(a).) A manufacturer’s statement is acceptable due to neither the Civil Aeronautics Administration (CAA) nor the Federal Aviation Administration (FAA) having published an FAA fire standard for either flash or flame resistance for interior materials for CAR-3 aircraft. Since the FAA would accept and recognize a national standard, the mechanic would reference the manufacturer’s statement and the national standard that the material meets in the aircraft’s maintenance records. (2) If an annual inspection is performed on a CAR-3 aircraft with a new interior and there is no mention of a manufacturer’s statement that the fabric is flash or flame resistant as applicable, the possibility exists that the fabric is an unapproved part. The mechanic should take the necessary steps to ensure that the fabric meets or exceeds the ASTM or national standards. (Refer to 14 CFR part 23, appendix F.) If you look up the testing, flash resistant means horizontal burn of 20 inches or less in 1 min and flame resistant is one half that distance. You must have the correct rig to do the tests you just can't throw a match to the fabric and call it good. Its easier to get the statement off of the website.
  13. I've seen that thread on BT also. I'm ready to start my side panels now but I'm going to modify my knockoff machine with a double reduction gear of my own design. I love an engineering challenge. After looking at Sailrites big wheel and stuff I got to looking at the belt reduction system and I saw a way to add another belt/gear system using the same double gear and belt already being used to in effect double the reduction in speed. I'm ordering the gear and belt tomorrow and it will take me about a week to get it all set up (part time working on it). I should be able to slow things down quite a bit with this system. That's the only issue I see with the machine- going real sow ain't its big point. Even the sailrites have that issue without the monster wheel. Other than that I added a light to the sewing tunnel to see things in the needle better, I realigned the motor to drive the belt straighter (big deal I drilled one hole) and I knocked a burr off of the double walking foot with the grinder. Just picky stuff. This El Cheapo sews fine so far. I've done many test pieces and can run a pretty good stitch and a flat fell right now. I'll post pics of the reduction gear build when the parts get in. I will probably get Sailrites swinging binder foot to edge the carpets with woven tape. If you haven't seen it , look it up on youtube.
  14. Like Castle AFB in Calif with all the BUFFs on long finals At least you could see them with the black smoke trail they laid out! Used to cross LAX at 1,000 feet all the time N-S. Back to our regularly scheduled program
  15. I used to thermal my C-140 on good days with the prop stopped. I've ridden the sierra wave over the top of Mt Whitney in a C-182 still climbing good at 16,000' when I pushed over. On the east side of the Sierras over the Owens Valley, you can catch the wave going N-S and ride it for several thousand feet up and down perfectly smooth, NOT A RIPPLE, just go up and down trying to hold level flight. My first instructor caught one over the Owens Valley in a DC-3 and topped out at 18,000 with the gear and flaps out and power at idle (sucking on the tube, if anyone knows what that is :-) We feel wave action in jets up high even in the 35K' region. It was lots of fun in a short Lear 24 One had to disconnect the A/P and hand fly. Flying out west brings in a new focus of thought patterns and makes the flights interesting- trying to pick the smoothest route. Sometimes no matter what you do, you get beat up.