thinwing

hot air ballooning and violin

did my multi in a duchess without unfeathering acumulators....on my check ride ,DPE failed left engine and I complete securing thr dead engine after the "dead foot,dead engine routine.etc...but had a devil of a time getting engine to unfeather during restart...it finally did and bird went into maintance to check govenor....I was happy to discover the Baron I purchased 3 months later had twice the climb rate and unfeathering acumulators

all the mentioned grass strips in IDAHO (cavanaugh bay ,priest lake not mentioned)are suitable for long bodies assuming somebody on the ground did the "walk" test...ie walking on the grass left no discernable depression in the ground.Smiley creek in late july is especially suitable due to length and care the grass recieves by the seasonal care taker.Ive flown much heavier Baron twin heavily loaded into all mentioned strips with no issues and similar prop (2 blade)clearance.The Stinson crash shown on utube took place at Smiley Creek and shows how smooth the runway really is even on the over run,that was a density alitude issue with 4 big guys in an under performing 150 hp that was not leaned out before takeoff

had the same problem on a baron...replacement pressure transducer located behind the panel and connected to static line (blue plastic top with nipple)cured the problem

on the mooney maintance manual for the M series...(on a thumbdrive)there are pages of wiring diagrams that are really hard to read....are you trying to trace every single wire on that connector?

per lycoming...25 hrs/4months

it wouldnt work....in order to "float"the bag would have to be big enough to displace its own weight...co2 partial pressure as already stated is so low,the bag containg even the lightest gas element (hydrogen) would have to be the size of football stadium.The fabric containing the gas is proportionally too heavy.100,000 ft (partial prssure at mars surface)is about at the maximum practcle alitude a gas balloon could fly.

That really shows how strong the wingspar really is as well as the gear.Imagine the side load on the main gear..that drag mark from the right main must be 20-30 ft!Also rear damage to car besides trunk,rear window etc shows the rear bumper plastic is popped along its entire margin

i love stroking beavers

I have more fun riding the Vespa than putting on all the leather crap and horsing the 700 lb Harley arround

hey I love my moped!..I also have a vespa scooter

great tales all!..Mine came from flying around cook inlet,susitna,palmer ,moose lake with dad in his aeronca sedan on floats /skis when i was 4.Dad moved us back to calif and I was disappointed Dad sold the floatplane to a friend in Alaska.My uncle had a Maule M4 that I could occasionally cage flights from but it took awhile to finally train for my pvt right after grad school.Mean while..i had a paper route,built numerous balsa,tissue,silk control line and rc models.First radio ,predated proportonal control,a controlair mule single channel ,button push 27 mhz (cb adjacent freq)with a servo called an escapement.Basically it was start the glowmoter,let go and 1 button push for right rudder 2 pushes to cycle to left rudder..3 for nuetral.Well you can imagine how long my models lasted with a control system like that!I was building sexy looking Carl Goldberg low wings instead of modifying true free flights.Finally Kraft came out with affordibe 4 chan proportional radios after Royal,White,expensive radios that i couldnt afford and I finally had a sucessful flight with an rc instructor at Mather AFB.I also became interested in chemistry with a group of friends from 7th grade ,and we became ..ahem...basement bombers.One of the groups mothers was divorced and her son easily had her sign for our REA rail shipments of Chenicals because they were far to dangerous to ship any other way.We used my older sisters old desoto as a bomb shelter testing out our various explosives because my house was rural enough that we werent braking windows at the other guys neighbors houses from shock waves.Her old puky green desoto was parked out in afield and we would dig ahole 3 or 4 ft deep and fill it with water.Our exlosives were in water proof containers and touched off using the desotos car battery with the hood up giving us additional protection from flying scrapnel.The water pit would muffle the shot but throw a tremendous geyser of mud and water .My sister wasnt too happy when she returned home from college and saw the condition of her car.OOPs..I really took a detour from how i learned to fly...sorry about that...more later

understand his concern about fasting but he flying a glider in the afternoon ,not making a transcontinental hop with weather minimums at both ends.I think if feels good enough to assemble,walk the glider out to takeoff point he should have no problem coring a thermal or intersepting wave lift....glider piloting is rather relaxing

i have to say that just looking at animal control officers bruised up arms ..I knew what was coming!!!I have never laughed so hard!!!

this...logs arent the only records though it sounds like 6 of those lost 20 never happened as it probably never had any work done

part of the reason is that the first single engine fiki cert was done with a Mooney.Also...age is a factor...im betting you are looking at pre 1980 bonanzas vs newer Mooneys..just a guess really....

there isnt one

as far as increased maintance cost on the long bodys...i can only comment on my own Bravo experience and general experience with continental moters..basically maintaining a Fiki encore or 252 vs a bravo...its a wash...replacing cylinders at half TBo for continentals vs exaust system for bravos...(lycoming cylinders seem to go to TBO)Both will have the usual turbo maintance issues regardless.Fuel burn will be more for the Bravo but the extra 50 to 60 hp is very helpful in climb and cruise

the weight of the vac regulator ,plumbing,backup vac pump...etc is not little

thats interesting...i thought flying the cavalon a lot of fun...sensitive yes,but nothing like a heli cyclic....

Aparently accident pilot had flown in to view a piper meridian for sale there at Olathe...he also had sellers company pilot test fly and than made the decision to return home that day rather than spend the night.Seat slipping,huckbolt question..all speculated on here...for me my Occams razor points to something Im ashamed to admit Ive done..in the excitement to view the new bird,pilot simply forgot to reset trim for takeoff and for what ever reason failed regain pitch control .Resultant videoed stall spin is classic departure stall..sad

the last two pages have reminded me of the question ,should little Timmy get vacinated?

better make it an overnight

they are out there...one of my favorite foamies is the FMS PA/18 1700 mm super cub...comes with floats and oversized wheels...good performance on 3300 mah 4 cell lipo availble at chief aircraft

Yeah I see you taught at Tuckers Tutima school....I never met you Ben but I took instruction there in the early 90s when i had my Pitts S1S....great experience