cliffy

You do good work. Looks COOL! As mine is a D its an orphan to everything STC'd Nobody includes Ds even though they are just like a C. Autopilots most notably.

Was taught by an old time "A&E" to use a/c engine oil on spark plug threads. Have been doing it for 50 years with no problems what so ever. Spark plug manufacturers do however recommend specific anti-seize.

We have a plane to make life easy. VGT, get a car there and forget the little extra cost. Enjoy the ride. Live a little. You don't have to be a CB all the time. I once went into VGT in an MU2 on a late Sunday afternoon from the north. Asked for a low pass down the Nellis runway with a right turn direct VGT. GOT IT!

Just before I solo'd in '62 my instructor took me to the RADAR room at Oakland CA. In those days they used a flat (horizontal) screen with primary targets only and they pushed what were called 'boats" along each track next to a target signifying what flight it was.

OOPS! On second look it seems there is a Flying Jib run out.

I knew my Master's License would come in handy one day! :-) :-) :-)

I once flew rt seat on a corporate DC9-10. 12 seats, full master suite, dining room for 6 and full kitchen/galley with 8 1/2 hrs range.

Honestly none taken Children of the Magenta Line is a classic example of where the automation and TV screens have taken us. Has it improved things? Yes and No I feel it all depends on the pilot. What we have is a generational shift in the flying paradigm. It seems to many old timers that flying now is more concerned with what is in the cockpit than what the airplane is doing. Obviously a new direction in the entire aviation game is at hand. To wax nostalgic about the old ways might be poking ones head in the sand but counter to that is ignoring those who have decades of experience. That can and does show up in accident statistics.

If one reads my OP carefully I stated "and entire cadre" meaning younger pilots that have never flown outside of RVSM rules. RVSM requires A/P in RVSM airspace. Check it out. Many have never flown anything but a fully automated sweep wing jet with rules to let George do it ASAP. Hence losing stick and rudder skills. Many old heads have it wired and are fun to watch making the airplane sing and dance. Before RVSM I've had copilots refuse to unhook George and hand fly at altitude! BEFORE RVSM I had to take a 757 from JFK to LAS sans A/P. ALL were inop. Copilot flew 30 mins and then refused to fly anymore. I did 5 hrs hand flying that trip. Have done HUD CAT IIIs in the sim. Pretty cool way to do it. 757 had to do it full auto. Used to do CAT IIIs in 727s with manual throttles. Tried to hand fly head down (with F/O brief) every 3rd or 4th approach in good Wx down to 50' AGL just to stay in the game.

Lets see- Fore topgallant, fore topsail, fore course sail Next going aft- Main topgallant, main topsail, main course sail Next aft- (if memory serves me right) Gaffsail and then the spanker below that. No jibs or staysls flying in picture shown! And the ship appears to be perpendicular the the light wind (@ 5 mph) with only the spanker drawing.

Yup, either end can screw things up if they get changed and not re-adjusted correctly.

Please advise which of the "trim torque tubes" were changed. Are you referring to the two spring bungee tubes that attach to the elevator horns themselves? If so there are a couple different ones, they being s/n specific. Also their adjustment may seem confusing at first but actually its an easy adjustment. The take off trim indicator may be another matter as the early MMs don't specify how to set it. There is a way how ever.

Agreed but the twain don't always meet at the end of the runway! Just like Doctors- someone had to graduate at the bottom of the class! And the book was written in 1942 Somewhat prophetic maybe?

I GAINED 90 pounds of useful load when I reweighed it. Yes the figures were checked 3 times and the scales were checked twice and they were in calibration time limits.

Most of my flights involve turning off all the radios (Xponder excepted) and just looking out the window for 2 or 3 hours.

Good points made! We now have an entire cadre' of pilots flying swept wing aircraft, higher than any 707 ever went, and they have ZERO experience hand flying above FL270 because of RVSM rules. I don't care how good the sim is (I've got hundreds of hours instructing in them) it ain't the same as doing it for real. I used to make all my copilots hand fly up high(I was a Check Airman with new hires) to see how it really was. Now, if someone losses an A/P at altitude it's going to be a fun ride. In the A320 we went A/P on at 500'. Skills are being lost. Some never learn them (Asiana 777, SFO) Most big jets are still just airplanes with higher speed numbers and lager inertia forces. They will "slip" just like a Cub if done smoothly (757, 737, 727, etc) They will "dead stick" if their individual limitations are accounted for- 727, 737 dead stick real well at Ref+30 (enough energy for a nice flare and smooth touchdown). Never try it on a 757- you need about 10 degrees of pitch up to arrest the sink for a smooth landing, THAT'S RIGHT AT THE ANGLE YOU DRAG THE TAIL AT! No I never dragged the tail, just know not to do it.

As said "most" planes gain weight after years of paper W&Bs. Mine actually lost weight as there was a mistake on the original W&B from the factory never caught for 40 years. If one has no idea what the actual weights are one, really needs to have it weighed. What's more important than accurate W&B? Any FBO with maintenance facilities in your area will know of a W&B company. Many "travel" to the airplanes. All 135 airplanes need to be reweighted on a regular basis so even a small 135 outfit might know of someone to do it.

“One day the stars will be as familiar to each man as the landmarks, the curves, and the hills on the road that leads to his door, and one day this will be an airborne life. But by then men will have forgotten how to fly; they will be passengers on machines whose conductors are carefully promoted to a familiarity with labelled buttons, and in whose minds knowledge of the sky and the wind and the way of weather will be extraneous as passing fiction.” ― Beryl Markham, West with the Night

Just a few questions trying to help out What is your listed empty weight and CG position? WHat is your listed useful load? What was the actual weights and what seats were your pax in? Did you actually weigh the bags or just guess? (we all do that) Did you actually weigh your pax? (none of us do that but they all lie about it) A few pounds here a few pounds there and start to get into some real weight(especially when we get near max numbers). Have you doubled checked your fixed inputs for your W&B program? Are they correct? I had mine weighed and found an error on the original W&B from the factory no less! You will have a couple of items to check on your trim system. One will be the actual "throw" of the stabilizer from up to down The other will be the static setting of the elevator when set at the required stab position. You can find them both in the TCDS sheet for your airplane. By your screen name I'm going to presume you know how to do W&B What you describe is not normal

adsb antennas- some systems only require 1 antenna depends on which system you settle on airvents and placards- do they look bad? replace them if they do Someone actually smokes in flight? Don't see how the fire extinguisher wouldn't interfere with two bodies (even small ones) in the back seat Armrest with storage? Might be an idea Clean up and repaint the trim plastic is included in the interior job I presume? Might put in a new radio speaker in the overhead area for better sound

WOW Nice upgrades! Fly it and enjoy it!

I've got 800 hrs on Tempest massives with no issues. Annual next week and if no problem with the resistances is noted I will regap and reuse if center electrode is not worn too far. I'm a C so I don't go LOP.

Going from KVNY to KLGB or KSNA will allow you to cross over KLAX at 3500' SE bound VFR NO radio contact with LAX! Going into KSNA will let you mingle on final for the left runway with Boeings going for the right side. You both cross paths when clearing the runway to the east taxiways. Quite fun.

Speed control on short final and obstacles on final will be your controlling factors. I can always get stopped by 1500' in my D/C (2 pax, lighter fuel) at my home field at 4300 MSL (DA's 0f +6000') Can't get it off too well in 2000' at that that DA but I'm near gross at T/O most times. You at Sea Level shouldn't have a problem if your speed is under control. Remember, a go around can be the correct answer to the question- "can I do this?"

"West with the Night" One of the best books ever written. From the movie "Mad Mad World" - "What's a behind you no a count!"