Ned Gravel

+1, but my current financial impediment is a new camshaft.

Such good wishes are always welcome. No need to be sorry. We did cross the continent this year in my bird. That was a win in my book. Eyes wide open. We all know what the chances are. So far, I am good. Les' just see how it plays out. Got some really good people on the team. Y'all know some of them. Ned Gravel Lucky steward of C-FSWR, a '65 E model at Rockcliffe, Ontario, (CYRO) Sent from my iPad using Tapatalk

Thanks to all you who have sent good wishes. Worry not. I am confident Ute and I will be flying the Caravan. Flanders.

OK Brian: We will look for you in the usual spot. Probably during our tour of A, B, C, and D.

Brian: Sorry you won't be there. And sorry Pankey won't be there either. We were looking forward to hosting the both of you one more time this year.

Thanks for the offer Houman. Going to Oshkosh means going with Ute, my favourite co pilot. See https://m.youtube.com/watch?v=eXFn4eeR3aA. Ever, the optimist, I have faith in the following three things: - Clarance - one or two more practice sessions with Yves on formation flying before the middle of July, and - not losing my deposit on the hotel next to runway 09-27 at Oshkosh. It may be one of the reasons my Caravan call sign is "Flanders." We Neds tend to such characteristics. Ned Gravel Lucky steward of C-FSWR, a '65 E model at Rockcliffe, Ontario, (CYRO) Sent from my iPad using Tapatalk

Yes. Not always, but above 8000' mostly. But I am not certain how LOP could affect corrosion in the crankcase. Am I missing something? Or is this the prelude to another Timmy thread? Ned Gravel Lucky steward of C-FSWR, a '65 E model at Rockcliffe, Ontario, (CYRO) Sent from my iPad using Tapatalk

Oakley dokley Cowboy. Ned Gravel Lucky steward of C-FSWR, a '65 E model at Rockcliffe, Ontario, (CYRO) Sent from my iPad using Tapatalk

+ 1. My feeling too. It is why he is my maintainer. Ned Gravel Lucky steward of C-FSWR, a '65 E model at Rockcliffe, Ontario, (CYRO) Sent from my iPad using Tapatalk

Mine

Marauder: About 600 or so hours. Clarence has the log book. I think we were using an additive, but I am not sure. No 1 reason for this? Not flying it enough (and perhaps not drying the engine in the summer). Winters are cold and dry here. As for sharing, I used to be in a partnership. The one thing it taught me is that I am not doing it again. Maintenance decisions are mine alone now. I like that.

+1 See my recent post on Metal in the Oil Filter.

Well it happened. C-FSWR is in for annual, seven years after the overhaul, and metal in the oil filter is indication of a serious problem. Picture attached. And it is also apparently time (because of the mandated overhaul of my prop whose blades no longer conform) to get the B hub with replacement blades. The oil filter inspection was done at the beginning of my annual last week. This was three hours after the oil change I had done immediately after our return from Las Vegas. That inspection was done by the local flying club and did not show anything in the filter. Here is the result: engine inspected and spalling lifters and camshaft metal particle contamination throughout (including piston skirts) new camshaft and lifter kit ordered purging of said particles from governor, bearings, oil cooler, and anywhere else they may have gotten into. three or four-fold increase in cost of annual that already had some extras on the list overhauled B Hub (and blades) from the Katana factory that replaced their new production models with MT props. one week annual now a two month engine removal, repair and remount. No more eddy-current inspections?? Crankcase is now split and sitting in the engine shop on the field. We hope to get it mounted back onto C-FSWR by the beginning of July, or I will have trouble making it to the Caravan this year. We always have the possibility of facing such a circumstance, just like there is always the possibility of losing an engine at altitude. The former is easier to face and it helps prevent the latter as doing this now is obviously better than losing bits in flight. I am not ready to give up flying yet. I am keeping the aircraft and replacement of needed parts is cheaper than a new engine. Nimis Brevis Vita Est Volare Tarde

Clarence: Do we have to talk? Should I be worried? Ned Gravel Lucky steward of C-FSWR, a '65 E model at Rockcliffe, Ontario, (CYRO) Sent from my iPad using Tapatalk

Clarence: You are up early. I am in London on my way home. I will try and call you tomorrow.

Is it just me, but at 3,500 feet, will an E model at 25"/2500 perform almost as well as a K operating at 35"/2500? Although the altitude was relatively low, this E was dialled back a bit and still, the speed difference is not that large. I am certain that even at 5000' or more, the difference would have been much greater.

Why would anyone put a plastic cover on a Johnson bar? Sorry, couldn't help myself. Ned Gravel Lucky steward of C-FSWR, a '65 E model at Rockcliffe, Ontario, (CYRO) Sent from my iPad using Tapatalk

I'm with the "gotta do it unless otherwise permitted or instructed" camp. For example, if you are with centre and there is no approach controller covering the airport on which you wish to put down (typically an uncontrolled airport), they will normally clear you "for an approach." Then, after you have selected your approach, it is the full monty for that one, unless you declare visual acquisition of the runway environment before the start or during the actual approach manoeuvring. At least this is my experience. The other situation that comes to mind is when you have a loss-of-comms during the enroute portion of the flight or during the initial stages of the approach. We are all taught that loss-of-comms should result in a safe landing, but following the procedure most anticipated or cleared by ATC. If we have a clearance, I have been taught to follow it, as much as to-the-letter as possible. If we have no clearance, then it would be the most appropriate procedure for our intended route of flight and entry into an approach at the appropriate IAF. Without any other clearance (because of loss-of-comms), I would plan for the full procedure. Recently, I was inbound to Kerrville from El Paso and they were 1900' overcast with tops around 5000'. Centre cleared me for "an approach" and I did the full procedure for the LOC or NDB (forget which) to 30. Came out at nearly 2000' AGL, declared the runway visual, cancelled IFR and entered the long left hand downwind for Rwy 12. A year or two ago, I made a mistake landing at Brantford, Ontario (prepared to do the full procedure for the NDB approach to Rwy 05). Wind favoured the other end, Rwy 23. On descent (from the east & NDB is west of the airport), I caught a break and saw the airport. Immediate right turn and descent to the left base for 23 - but I forgot to tell Toronto Centre what I was doing. When I landed and called to close the flight plan, they told me that the last 15 minutes of holding the airspace over the NDB (plus whatever margin they allocate) could have been freed up if I had let them know. My bad - lesson learned - tell Centre what you are doing when you change your approach plan in mid evolution. BTW: I really enjoy these types of approaches....

I don't have any advice on route, because I do not know what an Ovation can do, but I can tell you that Buffalo is far less crowded than Detroit. My experience differs from Tom's in that 9000' has not always been high enough for me to talk to only Centre controllers. About 30% or more of the time, if I am in a terminal (approach or departure) zone, they will switch me to whatever facility is controlling that - even when IFR. But different sectors do it differently, I guess. One vote of Kudos as well for the Cleveland Centre folks. You will find them and Toronto to both be very accommodating. Not so much for Selfridge approach though. They are a bit of a tougher crowd and you will get passed to them from Cleveland Centre as you approach US border north of Detroit. Good luck - Good flight.

+1 on this one. Slips are easy in my E model, but I recall about five years ago we lost a long body with an very experienced Mooney driver and instructor because of something similar on final. Apparently not a good idea for the long bodies.

Check out the aircraft at the Dhaka flying club on the south side of the airport. There are two or three that will probably never fly again. Ned Gravel Lucky steward of C-FSWR, a '65 E model at Rockcliffe, Ontario, (CYRO) Sent from my iPad using Tapatalk

Yesterday, Yves and I flew to Kingston from Ottawa for dinner at a little place they know. Nice place. But the best part was the formation flying from Rockcliffe to Kingston. C-FQKM +1 departed Rockcliffe at 5:30 pm local and landed in Kingston at 6:10 pm local, after doing the overhead break and landing in trail. Runway 25 was not wide enough for even a two ship element to land. We wanted runway 19, but it was not the active. At first Yves did the lead job, then we switched about 20 minutes into the flight, then back to him for the landing. After dinner, it was a beautiful night flight home. Ute took the pictures. I was kinda busy. Here are the pics. Today, I will register for the Caravan.

Mine is on the fuselage just aft of the door handle Ned Gravel Lucky steward of C-FSWR, a '65 E model at Rockcliffe, Ontario, (CYRO) Sent from my iPad using Tapatalk

A 231, 2 E models, 2 J's and one C. Ned Gravel Lucky steward of C-FSWR, a '65 E model at Rockcliffe, Ontario, (CYRO) Sent from my iPad using Tapatalk

Yves: just download it as an update. Ned Gravel Lucky steward of C-FSWR, a '65 E model at Rockcliffe, Ontario, (CYRO) Sent from my iPad using Tapatalk