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About 47U

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  1. The 164th Airlift Wing, Tennessee ANG, is flying C-17s out of Memphis. Military flying squadrons generally have dedicated call signs, sometimes depending on the mission. At Beale we've got 'RoperXX' call signs for the T-38s, and 'PinionXX' call signs for the U-2. When I was at Offutt, back in my crew chief days, my pax hauling -135 used 'RingyXX' call sign. When we picked up a mission for the 89th at Andrews, we used a 'SPARXX' call sign. Makes sense they're 'ElvisXX.' More than you wanted to know, sorry about that. Tom
  2. My '63C was based on a 1/2 mile grass strip in the northern mid-west for 35 years. It wasn't any worse for the wear, other than my first annual I spent a lot of time cleaning the black dirt out from the bottom of the floor plan when I took the belly panels off. The flight control and landing gear rod ends were also extremely dirty, but that's just a lack of attention to detail from the mechanics who maintained the aircraft (in my opinion). There were generally a few weeks in the spring when the strip was too soft to use from the frost going out and there were smoother strips around, but it wasn't any worse for the wear. The tractor with the snow blower used to leave some tread marks in the snow that would chatter when rolling across them, but it's a solidly built airplane. Really, using the aircraft during the winter with ice and snow on the runway was rougher than the summertime grass. There were some fuel sealant patch jobs done over the years, but nothing out of the ordinary. I'd walk the strip before using it to evaluate its suitability, but a reasonably maintained grass strip shouldn't present any major issues. Tom
  3. I'd vote for the oil filter adapter, if you can make it fit. The installation is less complex and less weight. Changing the oil filter isn't that hard. I've found that the more often I remove and install my cowling, the less (perceived) time it takes. The first time, ouch, what a pain. After a few years with my C, it's just part of the routine. Besides, the oil change interval is a good opportunity to look for things amiss under the cowl. A year between annuals is a long time, no matter how many hours you're flying. During an annual some years ago, I replaced the #3 exhaust gasket. There was soot on the cylinder and the gasket was compromised. Some 25 hours later while changing the oil, I see the same exhaust stain on the #3 cylinder. Hmmm... further investigated revealed the inboard side of the #3 exhaust stack flange was cracked. I would not have wanted to wait until the next annual to find that. I'd likely have been re-facing the exhaust port, best case, or replacing the cylinder, worst case. Knisley fixed me up in only a couple days. Did a great job for me, but that's enough thread drift for this post. Tom
  4. As is MooneySpace tradition, posting wide-angle shots of a target-rich environment invites (what is hoped to) be "constructive commentary." Is your A&P/IA mad at you for some reason? There's a lot of "stuff" going on in there. (Sorry, not constructive.) Find a screw and nut to plug up that open hole in the firewall. Just inboard (above, in the picture) of the terminal block. Good luck! tom
  5. Check the three tabs on the mount bracket which the case bolts go through. The aft tab was broken on my ‘63 C. Dan at LASAR had a replacement and it was beefed up. I probably wouldn’t have see the broken tab except I was replacing the prop oil line and the aft bolt had a clamp on it. Good luck! Tom
  6. Were SBM 20-175-1 and SBM 20-192A-1 complied with? Both covered in AD 75-09-08. Hard to tell from the picture. Glad you caught it when you did. Very good therapy! tom SBM20-175-1 Eng Mnt.pdf SBM20-192a-1 Eng Mnt.pdf
  7. Give Dan at LASAR a call. He fixed my carb heat cable by replacing the wire and sent it back with a repair station tag on it. It was cheaper and faster than any other alternative (albeit, about 10 years ago). They're on the wrong coast from you, but a cable is small and light enough that shipping shouldn't kill you. Tom
  8. Previous owner installed a 3-blade McCauley in the mid-90s. He didn't like the vibe. Got the dynamic balance done, which helped, but still didn't like the vibe. Installed a plexiglass cover over the landing light, vibe went away. Smooth as a sewing machine. He liked the 3-blade prop for operating off his half-mile grass strip. Tom
  9. In the middle of IFR training, on an IMC day, the extra pressure of experiencing 'actual' resulted in me trying to taxi with the chocks still firmly installed on the nose gear tire. With my instructor in the right seat. Twice. (On two separate days, weeks apart.) Tom
  10. “Geez you'd think I wanted to bolt a big mirror on it. :-) So of course at annual I'm going to have to come up with something else I want to do, just to get him going. Any suggestions? Maybe review mirrors or turn signals? “ Lay out some blue painter’s tape on the top wing skin right above the wheel well and draw a 2” round circle on it with a sharpie. Hand your IA the lens out of a D-cell flashlight and tell him you’d like to install a “gear inspection window.” Then maybe volunteer to clean the wheel bearings for him to get back in good graces. Tom
  11. Yes, condolences... In the 23 years since overhaul before your purchase, the average was around 35 hrs/year... were those hours accumulated early after the overhaul? Did the airplane sit for any extended period of time before your purchase? Tom
  12. A couple short lengths of vinyl tubing with safety wire spikes works to keep the birds off the nav antennas. Tom
  13. i installed a 4-cyl EGT CHT over the winter. I was surprised that #3 on the factory CHT is quite a bit higher than #3 on the new gauge. It was expected that the #3 gasket probe (under the factory bayonet) reads cooler than the bayonet probes on the other three cylinders. But the factory CHT is warmer than any readings on the new gauge. As much as 50 or more degrees warmer. Tom
  14. Airport managers/operators report the N-numbers on their field. Our self-serv fuel island also requests your N-number and prints it on your ticket, along with your full name from your credit card. Luckily, back in 2008, I was able to avoid the use-tax with a 'family transfer' exclusion when I brought my Dad's vintage C in from IA. Tom
  15. Besides the air vent ducting, check the drain line connection to the airbox. Mine was petrified and leaked like a sieve. I also had three splits in the aluminum drain tube from water being trapped in it and freezing. Tom