Aces High Bulletin Board
General Forums => The O' Club => Topic started by: Tupac on April 18, 2011, 01:58:09 PM
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My family bought a Cessna 172G 1966. It has the 180hp bushmaster conversion with the horton STOL kit. Yesterday myself and another pilot flew it from Mountain Green Utah, to New Braunfels texas in 9 hours and 45 minutes. I'll post up some more pictures later, but they are on the other computer.
Heres a picture I took pretty close to Telluride Colorado.
(http://a8.sphotos.ak.fbcdn.net/hphotos-ak-snc6/207362_1629372817241_1324213226_31304705_4375843_n.jpg[/img
We went up to 15,200 feet without any problems to get over the mountains. Thankfully we had oxygen!
Here is yours truly
[img]http://a1.sphotos.ak.fbcdn.net/hphotos-ak-snc6/205714_1629260974445_1324213226_31304543_5516060_n.jpg)
More pictures of my flight to come.
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Nice pic. :x
What kind of T/O roll distance are we talking about with the STOL kit?
What comprises your STOL kit?
Not to offend, but why the need for a STOL kit in TX?
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Attaboy Tup!! I'm happy for you <S>
Stay safe in that thing.
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I want to buy a plane too xD maybe a piper cub? Von, can you shed some light on this topic
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I want to buy a plane too xD maybe a piper cub? Von, can you shed some light on this topic
Sure, build one :D
Otherwise, all I know is that they are expensive to own and maintain...
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Oh man I dunno if I can trust my life w/ anything I build.
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Von, the plane spent most of it's life at a 5500 foot high grass strip in Utah, that's why there is a STOL kit on it. It's comprised of drooped wing tips, drooped leading edge, and "fences" on the top of the wing, to keep stalled air off of the ailerons. It also handles much better in slow flight.
The takeoff roll seems to be about 200 feet shorter than the 172 I'm used to flying (It also has an 0360, so the STOL kit definitely helps)
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I'll take some pictures of it for you Von
Dicho, I promise to stay safe! This next fall/winter you need to come to NB and we can fly to lunch somewhere!
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I want to buy a plane too xD maybe a piper cub? Von, can you shed some light on this topic
Cubs are nice, it just depends on what you want your plane to do. If you want to tool around and burn 3 gallons an hour, then a cub is for you!
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My family bought a Cessna 172G 1966. It has the 180hp bushmaster conversion with the horton STOL kit. Yesterday myself and another pilot flew it from Mountain Green Utah, to New Braunfels texas in 9 hours and 45 minutes. I'll post up some more pictures later, but they are on the other computer.
Heres a picture I took pretty close to Telluride Colorado.
(http://a8.sphotos.ak.fbcdn.net/hphotos-ak-snc6/207362_1629372817241_1324213226_31304705_4375843_n.jpg[/imgWe went up to 15,200 feet without any problems to get over the mountains. Thankfully we had oxygen!Here is yours truly[img]http://a1.sphotos.ak.fbcdn.net/hphotos-ak-snc6/205714_1629260974445_1324213226_31304543_5516060_n.jpg)
More pictures of my flight to come.
nice
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I'll take some pictures of it for you Von
Dicho, I promise to stay safe! This next fall/winter you need to come to NB and we can fly to lunch somewhere!
Sounds like a plan Tup. I'll take you up on it :aok
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Boat stands for Break Out Another Thousand. What does plane stand for? Is it the same kind of expense?
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Not to offend, but why the need for a STOL kit in TX?
cows.... and stupid aggies grazing on the runways...
:noid
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cows.... and stupid aggies grazing on the runways...
:noid
You mean longhorns?
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You mean longhorns?
well, if they see your aggie plane, all the better to have the stol before they vulch you... :neener:
I'm a texan transplant and the aggie/longhorn thingy amuses me. :aok
I'm down the road in San Antonio.
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(http://a5.sphotos.ak.fbcdn.net/hphotos-ak-snc6/205576_1676545033970_1247804014_31385831_5865352_n.jpg)
Heres one my mom took last night. I couldnt get it to work earlier
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Boat stands for Break Out Another Thousand. What does plane stand for? Is it the same kind of expense?
More.
Avgas $5 a gallon or more. Annual inspection $4K +. TSO'ed parts =$$$$$$
Like others have mentioned the "cheap" route is the experimental homebuilt way. Cheaper parts, and do your own A&P work.
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Boat stands for Break Out Another Thousand. What does plane stand for? Is it the same kind of expense?
$1000 = 1 AMU (Aviation Monetary Unit)
Yea, it's pocket change at that point
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More.
Annual inspection $4K +.
That's kind of high for a maintained airplane unless you have something that's very complex/unique. My 182 annualed for less than $1k a year AFTER I had it up to par -- those first couple of annuals were $5-6K (got to buy a prop the first year).
You can do your own maintenance on any airplane, you just have to be supervised by an A&P. You do have to do the work according to Part 43 (I think it's 43, been a while) so there is a bit of a learning curve (read expense).
Folks use to ask if owning my airplane was "cost effective". I'd laugh. It was fun, we enjoyed the heck out of it. It was worth it to me, wasn't concerned about how logical or feasible it was. I got to land in places like this:
(http://home.gci.net/~sncdfalk/flypics/ghshortfinal.jpg)
And go places like in these photos: http://home.gci.net/~sncdfalk/flying.html
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Nice pics colmbo.
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Von, the plane spent most of it's life at a 5500 foot high grass strip in Utah, that's why there is a STOL kit on it. It's comprised of drooped wing tips, drooped leading edge, and "fences" on the top of the wing, to keep stalled air off of the ailerons. It also handles much better in slow flight.
The takeoff roll seems to be about 200 feet shorter than the 172 I'm used to flying (It also has an 0360, so the STOL kit definitely helps)
With an 0360, I'll need 200-500 ft. of roll :devil
http://www.youtube.com/watch?v=ux3Uu2JfXVg (http://www.youtube.com/watch?v=ux3Uu2JfXVg)
I'd love to see some pics :aok
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That's kind of high for a maintained airplane unless you have something that's very complex/unique. My 182 annualed for less than $1k a year AFTER I had it up to par -- those first couple of annuals were $5-6K (got to buy a prop the first year).
You can do your own maintenance on any airplane, you just have to be supervised by an A&P. You do have to do the work according to Part 43 (I think it's 43, been a while) so there is a bit of a learning curve (read expense).
Folks use to ask if owning my airplane was "cost effective". I'd laugh. It was fun, we enjoyed the heck out of it. It was worth it to me, wasn't concerned about how logical or feasible it was. I got to land in places like this:
(http://home.gci.net/~sncdfalk/flypics/ghshortfinal.jpg)
And go places like in these photos: http://home.gci.net/~sncdfalk/flying.html
There are a few Bearhawks in Alaska.
My favorite is built by Dan Shilling with a Subaru engine :rock
http://wn.com/alaskabearhawk (http://wn.com/alaskabearhawk)
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That's kind of high for a maintained airplane unless you have something that's very complex/unique. My 182 annualed for less than $1k a year AFTER I had it up to par -- those first couple of annuals were $5-6K (got to buy a prop the first year).
You can do your own maintenance on any airplane, you just have to be supervised by an A&P. You do have to do the work according to Part 43 (I think it's 43, been a while) so there is a bit of a learning curve (read expense).
Folks use to ask if owning my airplane was "cost effective". I'd laugh. It was fun, we enjoyed the heck out of it. It was worth it to me, wasn't concerned about how logical or feasible it was. I got to land in places like this:
(http://home.gci.net/~sncdfalk/flypics/ghshortfinal.jpg)
And go places like in these photos: http://home.gci.net/~sncdfalk/flying.html
I have a Cirrus SR-20 and do about 500 hours per year. I made the mistake of keeping track of the actual expenses. So since 06, the first year maintenance 06-07 I saw at around $12,000 - not all at once. Just little stuff spread out a lot. JPI-700 install, occasional exhaust valve that went, a lot of little stuff. Second year, was not so lucky. Had a leanfuel servo condition on takeoff and the top-end got trashed. That was in Jan of 07, and around $10,000 right there. Then the HSI went, throw in another $2500, alternator overhaul (which wasn't bad, $200 I think), Vacuum pump - etc. 07 came out to around $18,000. 08 luck was with me a bit more - think I got away with around $5,000. 09 was a mixed bag - all the window seals went bad and were leaking water - lotta labor, around $4500 and Lexan is expensive. Had 2 stuck valves at $2000 and and change, a double wheel blow out on landing at Lincoln Park NJ courtesy of Good-years piece of toejam tubes for around $600. Michillian leak stops only now. End of 09 - we went through a Canada Goose and took it in the engine, which had second order effects of the windshield, antennas and a bunch of composite work. That ran us into 2010, engine repair with a cracked rod was around $10,000, prop got a sudden stop inspection along with the mags and accessories. Shops bill separate from the engine was around $14,000. Annual was only $2,000 though - that was the amount just in April by the time the plane was out of hack. The rest of the year, thankfully was uneventful - just your usual wear items, brake pads, a nose tire, a couple of rebound bumpers and landing gear pucks. Haven't totaled it up yet, but I might've minus the insurance work hit maybe $6,000 at the outside. This year I am looking at, a parachute and rocket replacement for around $12,000 (though BRS is working on a PMA replacement for $3800 all in), overhauled the alternator last week when a diode went for $120, brake pads, tire change from Desser maybe in 100 hours with monster retreads.
http://www.youtube.com/watch?v=E4qS_V_naM4 (http://www.youtube.com/watch?v=E4qS_V_naM4)
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I have a Cirrus SR-20 <snipped>
Wow. In 9 years of flying my 182 I had 2 failures...the master contactor (relay) quit working in Great Falls, Montana. (Was lucky for us, we had to spend the night, found a motel with a Dairy Queen right next door -- at that time there were no DQs in Alaska and we were in serious withdrawal :D). The 2nd was something small on the mag -- condensor I think.
I did replace the engine the second year I had it, but I don't count added stuff as part of an annual since it's an "elective" thing. And I added a lot of stuff. Extended baggage area, changed to a dry battery and moved it to the firewall, Cessna 402 nosefork with 7.00 tire, 8.00 on the mains with Cleveland brakes, BAS shoulder harness system, Atlee Dodge folding/removable rear seats, EI Engine monitor, fuel flow monitor and Tachometer. Ah, the good old days.
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Wow. In 9 years of flying my 182 I had 2 failures...the master contactor (relay) quit working in Great Falls, Montana. (Was lucky for us, we had to spend the night, found a motel with a Dairy Queen right next door -- at that time there were no DQs in Alaska and we were in serious withdrawal :D). The 2nd was something small on the mag -- condensor I think.
I did replace the engine the second year I had it, but I don't count added stuff as part of an annual since it's an "elective" thing. And I added a lot of stuff. Extended baggage area, changed to a dry battery and moved it to the firewall, Cessna 402 nosefork with 7.00 tire, 8.00 on the mains with Cleveland brakes, BAS shoulder harness system, Atlee Dodge folding/removable rear seats, EI Engine monitor, fuel flow monitor and Tachometer. Ah, the good old days.
Don't get me wrong, it's been a very reliable aircraft. I've had to cancel 2 flights for a mechanical - I was a bad master switch that I changed out from arco electric. The other time I was AOG was when the alternator went 1200 hours ago. Everything else was minor or some huge outside event. A valve going - that's a toejam happens event. A goose - an insurance toejam happens event. Blown tubes - same.
It's a working aircraft, so it has to work. I run things to failure. I minimize the maintenance induced failures. It might've had a charmed life before it met me being hangared at 100 hours a year, but no such life with me.
My engine is well past tbo, run exclusively lean of peak in all phases besides takeoff - no signs of heat distress or cylinder metallurgy. Bore scopes clean. Oil analysis has 1/10th the wear from when I got it. friend of mine running a big bore 550 is up to 3300 TTIS and just topped at 2300 bc of a stuck oil control ring. Light hone back back on.
It's not how hard you run yr equipment, it's how you run it hard.
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Commencing pic dump
(http://a3.sphotos.ak.fbcdn.net/hphotos-ak-snc6/217733_1679140258849_1247804014_31388519_3771439_n.jpg)
Our emergency landing area if we lost the engine when we were near Telluride
(http://a6.sphotos.ak.fbcdn.net/hphotos-ak-snc6/217733_1679140298850_1247804014_31388520_1011110_n.jpg)
Telluride Colorado, when we landed the density altitude was 113
(http://a4.sphotos.ak.fbcdn.net/hphotos-ak-snc6/217733_1679140338851_1247804014_31388521_7908922_n.jpg)
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A big arse mountain around salt lake city. We were at 110 when I took this picture
(http://a2.sphotos.ak.fbcdn.net/hphotos-ak-ash4/217733_1679140378852_1247804014_31388522_7769887_n.jpg)
This is the roswell boneyard, everything from MD80s to 747s
(http://a1.sphotos.ak.fbcdn.net/hphotos-ak-snc6/216065_1679142218898_1247804014_31388526_7052698_n.jpg)
Canyon Lake! Close to home!
(http://a8.sphotos.ak.fbcdn.net/hphotos-ak-ash4/217733_1679140418853_1247804014_31388523_1375261_n.jpg)
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Amazing what the flood did a few years back when it overran the spillway. Made a whole new canyon.
I have not kayaked from the dam down since that flood. The sat pics are amazing though.
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Airplane costs are one of those things like asking how high is up. I had a 59 Piper Comanche for more than a decade. The annual costs were minimal really. I don;t think I ever topped $2000 for one but then again I really didn't have much in the way of failures. I did buy a new prop one year but that was to avoid an inspection AD on the old one that was all but an overhaul every other year. When you have a constant speed prop that can get expensive. The new prop cost me $7k but I sold the old one to a guy in Australia for $5k. There was nothing wrong with the prop so he got a good deal and my new scimitar tri blade ended up costing me $2k.
I figured out at the time that between the insurance coverage, shade port rent and registration that the bird cost me $2k not including maintenance even if I never turned the key on it at all. It was fulfilling my childhood dream so it was worth it to me and I could afford it at the time. It was a bitter sweet day when I sold her. Missy flew beautifully on the demo flight and her new owner was impressed.
I did my own maintenance under supervision. It actually wasn't terribly hard to do, just long hours and a lot of time spent on details. The retract gear added some additional time and expense. It had bungee cords as well as electrical motive gear. The bungee was really the force that kept it up tight or down and locked rather than the gear mechanism. It had a 3 year life span. Changing it could get "interesting" because of the tension on it and you had to do half of it "blind" one handed inside the wing. It's hard to start a bolt then insert a small cotter pin in a small hole at arms length with your arm bent backwards stuck in a 5" wide hole in the wing. Since it was based in Marana AZ. I also had to spray to get the black widows out of the wing area before working on it.
The plane also had an annoying habit of breaking something if it felt I was not paying enough attention to it. Nothing really bad, just more $ and time in the shop hanger. One year on the flight home from the location of the annual (Tucson TUS) the gear, which had been exercised several times during the annual, decided to play a trick on me. Right after take off it refused to retract all the way and stuck exactly half way up. Then it refused to extend. A bit of a bother there. I got to use the manual extension for real for the first time. Fortunately my son was in the bird and helped push it down. It seems a small wire came loose from a sensor switch and the gear stopped. I did make a nice smooth landing right back where I took off from though.
Eventually the plane work was extensive enough that my IA actually hired me to work for him when I was between jobs after retiring from the City. I enjoyed it and light planes are pretty simple machines for the most part. It is a thrill to take the first engine you overhauled up for it's first break in period. You keep trying to go over the overhaul in your mind to see if you might just have forgotten something. :pray Then it becomes tedious hours boring a hole in the sky in a circular pattern waiting for the rings to seat, the cylinder temp and the oil temp to drop. It took 5 hours in the 172. It ran very strong and extremely smooth.
When 9/11 happened our business went away because everything was grounded so I went back to school, got my 3rd college degree and an A&P from Cochise College. Then I went back and worked for him again for another 2 years until the wife finally retired and we hit the road full time.
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It's not how hard you run yr equipment, it's how you run it hard.
I agree completely. You hear guys all the time talk about "shock cooling" and how "bad" it is, yet that same guy will take his Belchfire 400 out of the hangar, start it up and taxi right away out and do a runup then shove the throttle in for take off. IMO there is more thermal damage done on power up than reducing power. My airplane didn't move from parking until the oil temp was up to 100 degrees F and all power changes (throttle or prop) were done smoothly.
Are you using your airplane for transportation?
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KaChing..KaChing...KaChing...KaChing....
Yikes. Whats that old saying?
If it flys, floats, or fornicates, rent don't buy. It'll be cheaper in the end.
:t,
Wab
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:cheers:
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Amazing what the flood did a few years back when it overran the spillway. Made a whole new canyon.
I have not kayaked from the dam down since that flood. The sat pics are amazing though.
There are some even bigger ones on the otherwise near the floodgate, but it was o dark to get pictures
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Otherside* sorry can't fix it I'm on my phone
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Airplane costs are one of those things like asking how high is up. I had a 59 Piper Comanche for more than a decade. The annual costs were minimal really. I don;t think I ever topped $2000 for one but then again I really didn't have much in the way of failures. I did buy a new prop one year but that was to avoid an inspection AD on the old one that was all but an overhaul every other year. When you have a constant speed prop that can get expensive. The new prop cost me $7k but I sold the old one to a guy in Australia for $5k. There was nothing wrong with the prop so he got a good deal and my new scimitar tri blade ended up costing me $2k.
I figured out at the time that between the insurance coverage, shade port rent and registration that the bird cost me $2k not including maintenance even if I never turned the key on it at all. It was fulfilling my childhood dream so it was worth it to me and I could afford it at the time. It was a bitter sweet day when I sold her. Missy flew beautifully on the demo flight and her new owner was impressed.
I did my own maintenance under supervision. It actually wasn't terribly hard to do, just long hours and a lot of time spent on details. The retract gear added some additional time and expense. It had bungee cords as well as electrical motive gear. The bungee was really the force that kept it up tight or down and locked rather than the gear mechanism. It had a 3 year life span. Changing it could get "interesting" because of the tension on it and you had to do half of it "blind" one handed inside the wing. It's hard to start a bolt then insert a small cotter pin in a small hole at arms length with your arm bent backwards stuck in a 5" wide hole in the wing. Since it was based in Marana AZ. I also had to spray to get the black widows out of the wing area before working on it.
The plane also had an annoying habit of breaking something if it felt I was not paying enough attention to it. Nothing really bad, just more $ and time in the shop hanger. One year on the flight home from the location of the annual (Tucson TUS) the gear, which had been exercised several times during the annual, decided to play a trick on me. Right after take off it refused to retract all the way and stuck exactly half way up. Then it refused to extend. A bit of a bother there. I got to use the manual extension for real for the first time. Fortunately my son was in the bird and helped push it down. It seems a small wire came loose from a sensor switch and the gear stopped. I did make a nice smooth landing right back where I took off from though.
Eventually the plane work was extensive enough that my IA actually hired me to work for him when I was between jobs after retiring from the City. I enjoyed it and light planes are pretty simple machines for the most part. It is a thrill to take the first engine you overhauled up for it's first break in period. You keep trying to go over the overhaul in your mind to see if you might just have forgotten something. :pray Then it becomes tedious hours boring a hole in the sky in a circular pattern waiting for the rings to seat, the cylinder temp and the oil temp to drop. It took 5 hours in the 172. It ran very strong and extremely smooth.
When 9/11 happened our business went away because everything was grounded so I went back to school, got my 3rd college degree and an A&P from Cochise College. Then I went back and worked for him again for another 2 years until the wife finally retired and we hit the road full time.
Nice read Mav... thanks for posting. Never fails to amaze me.. the folks we have in our community.
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Mav, how difficult are owner assisted annuals? I'm mechanically inclined. I guess what I mean is how much $ does it save me?
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I don't think your allowance will take a hit over it but you will learn.
Don't just walk away because it's dirty. Don't throw in the towel because removing and reinstalling inspection panels doesn't go as fast as you want. If you weren't told to do it, DON'T! If you screw something up, admit it. If you use a tool, put it back. If you can't find one you used, find it anyway. When you wind up with extra parts and fasteners find where they go. Follow the instructions in the maintenance manual. Read twice and do once. You're not too smart to do "that." Look closely because big problems don't have to be obvious. Don't throw a tool because you got mad. Don't wear nice clothes. Have plenty of airflow and circulation in your workspace. Stay focused but take breaks when you need them.
And no matter what don't under any circumstances EVER...
Gotta go passengers just showed up.
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Dope pictures Tupac :aok
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cubs arent as fuel efficient as you think. At least the super cubs arent. Ours burns 6gal an hour, about the same as a 172
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I don't think your allowance will take a hit over it but you will learn.
Don't just walk away because it's dirty. Don't throw in the towel because removing and reinstalling inspection panels doesn't go as fast as you want.
He won't.
Tup is fine example of a young man in this country. We could use a couple million more like him.
Shutting down now the Tornado siren is going off.
Edit: well that didn't take long to blow by :) At least I don't have to water tomorrow.
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Just got done with my first solo flight in the plane. About a 350 foot ground roll and 1400 fpm climb at 76knots.
Golfer, I'm not afraid of getting my hands dirty. I do most of the maintenance on my car (oil changes, fuel filters, etc)
Dicho, aw shucks :)
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Von, I forgot to take pictures today. I PROMISE I will do it tomorrow
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Just got done with my first solo flight in the plane. About a 350 foot ground roll and 1400 fpm climb at 76knots.
What's the elevation?
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What's the elevation?
650ft at KBAZ (New Braunfels)
It sustained the climbrate pretty well up to 3500 feet.
I didnt do a Short field takeoff, either. I bet I could get it off the ground and in GE by 250 feet
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650ft at KBAZ (New Braunfels)
It sustained the climbrate pretty well up to 3500 feet.
I didnt do a Short field takeoff, either. I bet I could get it off the ground and in GE by 250 feet
That's really good.
What kind of engine did it originally have?
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O300
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O300
Roger
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I'm considering buying a canopy cover for the airplane, and also some intake plugs, because I have heard horror stories about small woodland creatures making a home for themselves in your nice, warm engine cowl.
Here is the one Im considering, and I am just wondering if anyone has one?
http://planecover.com/C_172/172_page.htm
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Mav, how difficult are owner assisted annuals? I'm mechanically inclined. I guess what I mean is how much $ does it save me?
That's another how far is up question. :)
The best answer I can give you is, it depends. The factors are how adept the owner is at mechanical items. How willing is the IA to do an owner assisted annual. What kind of facilities are there. How willing is the owner to get dirty, because they WILL get dirty. How much the IA has to watch you since he bills by the hour. It could save you as much as 50% or more. By the second annual I did the cost was minimal for me. I got billed for the inspection only, not the prep or reassembly. Repairs were extra and when I got my A&P I ended up signing off the repairs myself.
Frankly as long as there aren't squawks, problems, most of the job for the owner is simply opening up the plane for inspection. Taking out the interior seats and carpeting then opening up just about every inspection panel there is in the bird. In addition to that is cleaning up the engine compartment, degreasing it as well as servicing the engine. That means checking compression, a 2 person job, as well as oil / filter change, fuel filter or screen cleaning, mag checks, timing check, prop dressing and so on.
If there are squawks the IA may let the owner do the repair if it is a simple remove and replace of a part he might. Then again since he has to sign the log book he might not either.
I suggest you have a screw driver drill with a torque clutch because there are a LOT of screws. You will also need to learn to do safety wiring if he lets you do that. It's not hard but good wiring takes practice.
I enjoy working on all of my vehicles. I like to know how they work and what makes them work. It made me a better pilot and my IA never had to worry about me bringing in the bird with a complaint about a mysterious noise. I could respect the work that went into making the plane and how it all works. I also developed a deep seated contempt for Cessna engineers. They obviously never worked on their aircraft. It should never take 2 mechanics to replace a single bolt and cotter pin in a Cessna 337 nose gear but it does. One to insert the bolt apply torque while the other fits the nut then places the cotter pin in the hole afterwards. It takes the both of you to bend the pin because one has to hold it in place while the other bends the pin. One on the rear of the gear and the other on the other side of the nose gear to bend the pin. Both are done blind at almost arms length because you can't see the damn thing and you can't reach each end of the pin from one spot.
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I'm considering buying a canopy cover for the airplane, and also some intake plugs, because I have heard horror stories about small woodland creatures making a home for themselves in your nice, warm engine cowl.
Here is the one Im considering, and I am just wondering if anyone has one?
http://planecover.com/C_172/172_page.htm
Covers can trap dust and grit under them and when the wind makes the cover move it scratches the finish and or windshield. Plugs in the exhaust can also trap moisture in the plane adding to corrosion issues. It's a darned if you do and darned if you don't kind of thing. A good shade port helps if you do not have a hanger. Keeping nesting birds out of the plane can be a challenge. Most go in the front of the cowl so cowl plugs without sealing the bottom will help. Watch out for nesting birds sneaking into the aileron openings too. DAMHIK.
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Covers can trap dust and grit under them and when the wind makes the cover move it scratches the finish and or windshield. Plugs in the exhaust can also trap moisture in the plane adding to corrosion issues. It's a darned if you do and darned if you don't kind of thing. A good shade port helps if you do not have a hanger. Keeping nesting birds out of the plane can be a challenge. Most go in the front of the cowl so cowl plugs without sealing the bottom will help. Watch out for nesting birds sneaking into the aileron openings too. DAMHIK.
If I keep the plane clean and the grit to a minimum, will the cover scratch it as badly? I'm not looking at getting exhaust plugs, just a couple to plug up the cowl (like you said)
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Mav, how difficult are owner assisted annuals? I'm mechanically inclined. I guess what I mean is how much $ does it save me?
What's the going shop rate in your area? I think it's $90 an hour here. If you do the grunt work yourself you won't be paying some guy $90 and hour to remove inspection panels, pull the carpet out, take the cowling off, etc.
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Our C-123K is in for its annual and we were pulling nests out of the wings.
one of the guys said that they had flown down to Andrews AFB for the airshow once and when they got there, they heard chirping coming from in the wings. Here there was a nest that was full of baby chicks in the wing. Its amazing how they get into the darnest places and those nests stay in place. I mean, those chicks didnt even fall out of the nest when we did the assult landing!
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If I keep the plane clean and the grit to a minimum, will the cover scratch it as badly? I'm not looking at getting exhaust plugs, just a couple to plug up the cowl (like you said)
I had a custom cover for the 182. It was ok...but far from great. Mine was lined with soft cloth where it was in contact with the windshield or windows, but if a bunch of grit/dust blows under the cover you're still abrading the plexiglass -- windshields are expensive and time consuming to replace.
I also had some reflective panels that I put inside the windshield in warm weather -- it does wonders keeping the temps down inside the cabin.
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What's the going shop rate in your area? I think it's $90 an hour here. If you do the grunt work yourself you won't be paying some guy $90 and hour to remove inspection panels, pull the carpet out, take the cowling off, etc.
$65 an hour. I can take the cowling off, and pull out the carpet. What's a good amount of time to change the oil? I've heard 30-50 hours depending on who I ask.
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Tupac,
You live in a dry dusty location and the wind does blow. Covers will trap stuff underneath them. I used to have a cover over the windows and windshield. They got scratched up under the cover. It was easier to just wash the glass before flight.
Oil changes can be determined by oil analysis. If not by that then you can use 30 or 50 hours of use. If you have a real oil filter instead of screens 50 hours. Without proper filtering change it more frequently. Oil ain't cheap. A good filter makes it last longer. Oil analysis will let you change the oil depending on it's real condition and IMO is the best bet. A series of oil analysis will give you a good heads up on wear conditions inside the engine too.
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I live in a humid subtropical environment, there isnt much dust.
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Then I guess you know everything already.
All that stuff that blew onto my RV and vehicles must have just magically apeared when I visit the area each year.
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Tupac,
You live in a dry dusty location and the wind does blow. Covers will trap stuff underneath them. I used to have a cover over the windows and windshield. They got scratched up under the cover. It was easier to just wash the glass before flight.
Oil changes can be determined by oil analysis. If not by that then you can use 30 or 50 hours of use. If you have a real oil filter instead of screens 50 hours. Without proper filtering change it more frequently. Oil ain't cheap. A good filter makes it last longer. Oil analysis will let you change the oil depending on it's real condition and IMO is the best bet. A series of oil analysis will give you a good heads up on wear conditions inside the engine too.
Violently agreeing with Mav on this one.
Attached is my oil analysis for the last, 1700 or so hours: http://db.tt/Q9hnmuC (http://db.tt/Q9hnmuC)
How you run the engine directly impacts its longevity. In the beginning it was all Rich of Peak. And we were going through tons of valve and heat related issues. Then switching over to lean of peak - valve issues went away, as did the heat. Then LOP with Camguard oil additive. My analysis is actually in this months Aviation Consumer http://www.aviationconsumer.com/issues/41_14/industrynews/6113-1.html (http://www.aviationconsumer.com/issues/41_14/industrynews/6113-1.html) They could've chosen better ones to use, thinking Mike Busch's or a fleet example, but oh well.
Get on a soap program - take the samples at every change in the same way, *say 7 seconds after u start draining. Borescope the cylinders every 100 hours to get a peak at the valve faces. Look for oil on the belly to see how much you are blowing out the breather.
FOR THE LOVE OF GOD - GET A MULTIPOINT ENGINE MONITOR INSTALLED IF YOU DO NOT HAVE ONE. A JPI-700 is the standard - have a USB port on it and download the data and learn how to interpret what your equipment is telling you. If you fly a lot - you will notice subtle changes.
Most important, don't be afraid to ask questions here. Most of us have been owners for years, DOM's, IA's, and as you can see - there's a ton we don't know and learn from each other. Make all your annuals owner assist - hell all your maintenance should be owner assist if its not under preventive maintenance covered by Part 43. It'll pay off in the end when you need something done.
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Then I guess you know everything already.
All that stuff that blew onto my RV and vehicles must have just magically apeared when I visit the area each year.
I wasn't saying I knew everything. When you said dusty I immediatly pictured a desert. I understand now thats not what you meant, apologies.
<S>
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I agree completely. You hear guys all the time talk about "shock cooling" and how "bad" it is, yet that same guy will take his Belchfire 400 out of the hangar, start it up and taxi right away out and do a runup then shove the throttle in for take off. IMO there is more thermal damage done on power up than reducing power. My airplane didn't move from parking until the oil temp was up to 100 degrees F and all power changes (throttle or prop) were done smoothly.
Are you using your airplane for transportation?
I teach a primary when he's not getting married, but travel a lot on the weekends doing TAA transition training along the east coast, Cirrus, Mirage, C400, etc.
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I wasn't saying I knew everything. When you said dusty I immediatly pictured a desert. I understand now thats not what you meant, apologies.
<S>
Almost forgot to mention, Busch conducts monthly webinrar's that are worth reviewing. I converted all of mine to MP4 which are ipad portable. Here is the URL: http://www.savvymx.com/index.php/resources/webinar
And here are links to the converted MP4s if you wish to grab them on a mobile device.
Invest the time in educating yourself about maintenance and operation. roadkill check often and come back with questions.
http://db.tt/TwZZPMh (http://db.tt/TwZZPMh)
http://db.tt/oj9hYq3 (http://db.tt/oj9hYq3)
http://db.tt/UiFAQUF (http://db.tt/UiFAQUF)
http://db.tt/vyqV8J8 (http://db.tt/vyqV8J8)
http://db.tt/HYSlqHN (http://db.tt/HYSlqHN)
http://db.tt/UZNu3mN (http://db.tt/UZNu3mN)
http://db.tt/zJ7HtJV (http://db.tt/zJ7HtJV)
http://db.tt/Top0NEW (http://db.tt/Top0NEW)
http://db.tt/QRayn62 (http://db.tt/QRayn62)
http://db.tt/UZNu3mN (http://db.tt/UZNu3mN)
http://db.tt/jZvOraM (http://db.tt/jZvOraM)
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I field overhauled my O-320 under an A&P's supervision and using a current copy of the Lycoming Overhaul Manual. Saved me a ton of money and gave me the piece of mind it was done properly. Plus, I touched every single part of that engine during the work, and learned more about horizontally opposed engines than I ever thought was possible. Highly recommended you do as much maintenance as you can, both for the savings and for the education.
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I field overhauled my O-320 under an A&P's supervision and using a current copy of the Lycoming Overhaul Manual. Saved me a ton of money and gave me the piece of mind it was done properly. Plus, I touched every single part of that engine during the work, and learned more about horizontally opposed engines than I ever thought was possible. Highly recommended you do as much maintenance as you can, both for the savings and for the education.
Never hurts to be able to fix something, especially if one is going to be doing any bush flying.
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I wasn't saying I knew everything. When you said dusty I immediatly pictured a desert. I understand now thats not what you meant, apologies.
<S>
I think he needs to apologize to you now. His response was uncalled for and only given due to your age.
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Almost forgot to mention, Busch conducts monthly webinrar's that are worth reviewing. I converted all of mine to MP4 which are ipad portable. Here is the URL: http://www.savvymx.com/index.php/resources/webinar
And here are links to the converted MP4s if you wish to grab them on a mobile device.
Invest the time in educating yourself about maintenance and operation. Bulltoejam check often and come back with questions.
http://db.tt/TwZZPMh (http://db.tt/TwZZPMh)
http://db.tt/oj9hYq3 (http://db.tt/oj9hYq3)
http://db.tt/UiFAQUF (http://db.tt/UiFAQUF)
http://db.tt/vyqV8J8 (http://db.tt/vyqV8J8)
http://db.tt/HYSlqHN (http://db.tt/HYSlqHN)
http://db.tt/UZNu3mN (http://db.tt/UZNu3mN)
http://db.tt/zJ7HtJV (http://db.tt/zJ7HtJV)
http://db.tt/Top0NEW (http://db.tt/Top0NEW)
http://db.tt/QRayn62 (http://db.tt/QRayn62)
http://db.tt/UZNu3mN (http://db.tt/UZNu3mN)
http://db.tt/jZvOraM (http://db.tt/jZvOraM)
Nice post.
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Von, I took the pictures for you today. You will have to excuse the poor quality, I took them with my cell phone. It slipped my mind and I left my real camera at the house. I will upload them a little later, because I am running errands for my parents right now.
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I field overhauled my O-320 under an A&P's supervision and using a current copy of the Lycoming Overhaul Manual. Saved me a ton of money and gave me the piece of mind it was done properly. Plus, I touched every single part of that engine during the work, and learned more about horizontally opposed engines than I ever thought was possible. Highly recommended you do as much maintenance as you can, both for the savings and for the education.
I just sold my 1962 Cessna 150 for this Globe Swift restoration project~ saving quite a bit working with my A&P~ if you are handy and well supervised you can do most of the work yourself. Ton of work and a bunch of dough but I'm still smiling (guy on the right). If you love to fly, it can be very satisfying your own plane. Oh and thats my wife scraping the firewall~ fun for the whole family. :lol
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/MountvilleSC3.jpg)
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/MountvilleSC1.jpg)
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I just sold my 1962 Cessna 150 for this Globe Swift restoration project~ saving quite a bit working with my A&P~ if you are handy and well supervised you can do most of the work yourself. Ton of work and a bunch of dough but I'm still smiling (guy on the right). If you love to fly, it can be very satisfying your own plane. Oh and thats my wife scraping the firewall~ fun for the whole family. :lol
Swifts are one of my favorite planes. There was a guy that brought one to Reno every year that was in impeccable shape. Do you know if the skin is in good enough condition to go polished aluminum? Either way, great plane... Keep us posted on the renovation.
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"Fences"
(http://i821.photobucket.com/albums/zz138/dcwdavid/d178602a.jpg?t=1303356177)
Drooped leading edges
(http://i821.photobucket.com/albums/zz138/dcwdavid/8bf5a606.jpg?t=1303356177)
Drooped wingtips
(http://i821.photobucket.com/albums/zz138/dcwdavid/e5d29804.jpg?t=1303356177)
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and for all the nasty looking clouds, not a drop of rain
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172's and 182,s are great for jumping out of, take out the passenger seat, remove door, seat 3 jumpers and away you go! We get a lot of use out of em but also the Beech-18 is a lot of fun to jump although the 3000 ft runway always gives us fits!
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That swift is sweet!!!
I've been wanted to acquire an old wooden spar mooney and do some supplemental type certificate work concerning spar replacement and running a modern engine management system with turbocharging but it's currently a pipe dream.
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That swift is sweet!!!
I've been wanted to acquire an old wooden spar mooney and do some supplemental type certificate work concerning spar replacement and running a modern engine management system with turbocharging but it's currently a pipe dream.
That's a ton of very expensive and complex work. Better to find something that either (a) already has it done or (b) look for a Mooney that you wouldn't have to do that to. My A&P in Cali had an old '64 C model and that plane was in impeccable shape. Great planes.
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I got my A&P in 1983 so costs are significantly lower and currently engineer engine managment systems for most anything that moves.
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I got my A&P in 1983 so costs are significantly lower and currently engineer engine managment systems for most anything that moves.
Then that project will be right up your alley... :)
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"Fences"
(http://i821.photobucket.com/albums/zz138/dcwdavid/d178602a.jpg?t=1303356177)
Drooped leading edges
(http://i821.photobucket.com/albums/zz138/dcwdavid/8bf5a606.jpg?t=1303356177)
Drooped wingtips
(http://i821.photobucket.com/albums/zz138/dcwdavid/e5d29804.jpg?t=1303356177)
Awesome!
Are you happy with the STOL performance so far?
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Awesome!
Are you happy with the STOL performance so far?
It's night and day from what I used to fly, I really love it!
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You will be trying to land in your front yard soon :)
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Seeing that swift makes me want to re-think a mooney project.
Swift has really nice lines.
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It's night and day from what I used to fly, I really love it!
What did you use to fly?
I haven't noticed a huge difference between unmodified Cessnas and those with the simple STOL kits like yours. They do fly a little bit slower and have a more docile stall, but just no "smoking gun" change in performance. With my unmodified '57 182 I was able to takeoff and land in under 300' at moderate weights (2 people plus gear). (The takeoffs and landings were done at a Short Field clinic put on by the Alaska 99s -- they were doing the measuring).
A mod I did see a huge difference in performance with was on the Turbocharged P206 I was hauling jumpers in. The first year it was a stock airplane. My takeoff technique is to just use a little backpressure and let the airplane fly off when it's ready. With the unmodified 206 I'd liftoff around 60-65 mph. Over the winter the boss installed a STOL kit consisting of the cuffed leading edge. He also installed the WingX Stol wing tip extensions (IIRC it was 18 inches added to each wing) AND he put on a Vortex Generator kit. It was a whole new airplane. Using the same technique the airplane would not come off the ground around 50mph. With just me or one other person in the airplane it wouldn't stall power off. With the yoke all the way back to the stop it would mush wings level. Time to climb to 12,500' was slightly improved. I could fly a steep approach at 50 IAS and felt safe doing so, still had energy to flare. I think the biggest performance gain was due to the added wing area. The VGs helped make the elevator more responsive allowing you to have positive pitch control at very low speed.
He did these mods to both of his 206s. One fall we used them to take his family and friends hunting, landing near a glacier on a little strip about 600-700' long. It was a no sweat operation in and out. We weren't loaded to gross, but we certainly had a good payload on the airplanes.
If I were to do a mod for short field work my first choice would be the WingX STOL extensions.
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I used to fly a 172N with the 360 in it. I've noticed it jumps off the ground quicker, and stalls much slower. It's also (IMO) alot easier to land. I'm not sure if that is due to the lighter airframe of the 172G, or the STOL kit. I think it might be a combination of both.
If someone can show me how to upload a QuickTime video, without QuickTime pro I can post a video my friend took of me taking off.
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Download Format factory, change it to a YouTube friendly format, then upload it.
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Download Format factory, change it to a YouTube friendly format, then upload it.
I'll do it later today
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I took the opportunity to make this video scientific research material.
http://www.youtube.com/watch?v=VSX_ixQcSHk
:D
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I took the opportunity to make this video scientific research material.
http://www.youtube.com/watch?v=VSX_ixQcSHk
:D
Nice!
Sasquatch Wrangling :aok
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Nice looking airplane Tupac.
Now get those silly wheel pants off and put something bigger than roller skate wheels on it!!! :D
(http://home.gci.net/~sncdfalk/flypics/triver.jpg)
I put 8.00 mains and a 7.00 nose wheel (used a Cessna 402 nose fork) on mine. It's possible to go much larger ( a lot of Cessna guys have 8.50s all around), but I didn't plan to go extreme places. However here I certainly could have used bigger tires...about midway there's a whoop de doo that puts you back in the air.
(http://home.gci.net/~sncdfalk/flypics/ghshortfinal.jpg)
I don't know what kind of experience you have but if you should decide to start landing off airport get someone with experience to tutor you on doing so. It's a lot of fun and opens up where you can go, but it's also a real good way to wreck an airplane.
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Nice looking airplane Tupac.
Now get those silly wheel pants off and put something bigger than roller skate wheels on it!!! :D
(http://home.gci.net/~sncdfalk/flypics/triver.jpg)
I put 8.00 mains and a 7.00 nose wheel (used a Cessna 402 nose fork) on mine. It's possible to go much larger ( a lot of Cessna guys have 8.50s all around), but I didn't plan to go extreme places. However here I certainly could have used bigger tires...about midway there's a whoop de doo that puts you back in the air.
(http://home.gci.net/~sncdfalk/flypics/ghshortfinal.jpg)
I don't know what kind of experience you have but if you should decide to start landing off airport get someone with experience to tutor you on doing so. It's a lot of fun and opens up where you can go, but it's also a real good way to wreck an airplane.
I'd have to say the same thing about that silly little nose-wheel on the front of your planes.
...and the steering wheel that both of you probably have in the cockpit :D
(http://i239.photobucket.com/albums/ff107/tymekeepyr/bobvisit3.jpg)
(http://i239.photobucket.com/albums/ff107/tymekeepyr/Bearhawk260-3.jpg)
(http://i239.photobucket.com/albums/ff107/tymekeepyr/Bearhawk-Cabin-1.jpg)
:P
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I'd have to say the same thing about that silly little nose-wheel on the front of your planes.
...and the steering wheel that both of you probably have in the cockpit :D
(http://i239.photobucket.com/albums/ff107/tymekeepyr/bobvisit3.jpg)
(http://i239.photobucket.com/albums/ff107/tymekeepyr/Bearhawk260-3.jpg)
(http://i239.photobucket.com/albums/ff107/tymekeepyr/Bearhawk-Cabin-1.jpg)
:P
My brother. You gotta bring that trike over to Bridgeport. I've got some epic off roaring locations within 20 NM.
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LOL, in about 5 more years :D
It's actually a very simple design. Real life gets in the way :furious
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Mann tupac you aint gonna get laid in that thing. There is only one thing to do.
(http://wallpapers-diq.net/wallpapers/84/Xzibit_Superstar.jpg)
CALL THE PRO
(http://akdugar.net/wp-content/uploads/2007/06/pimp-my-plane.jpg)
Congrats on the plane dude :D :rock :aok
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Thanks man. I want to install a couple 24" subs in the back, and then put in some hydraulics, gonna make it jump.
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Thanks man. I want to install a couple 24" subs in the back, and then put in some hydraulics, gonna make it jump.
Don't forget the rope lighting, disco balls and fuzzy dice :aok
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....and the black lights
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I need to lower it so the prop only clears the ground by a couple inches, and then tint all the windows.
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Dude!. CHROME PAINT AND RACING STRIPES.
And flames on the cowling.
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Dude!. CHROME PAINT AND RACING STRIPES.
And flames on the cowling.
And wing on the tail. Makes you go faster
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Cowling Scoop, side pipes, LED Halos on all the lights.
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Commencing pic dump
(http://a3.sphotos.ak.fbcdn.net/hphotos-ak-snc6/217733_1679140258849_1247804014_31388519_3771439_n.jpg)
Our emergency landing area if we lost the engine when we were near Telluride
(http://a6.sphotos.ak.fbcdn.net/hphotos-ak-snc6/217733_1679140298850_1247804014_31388520_1011110_n.jpg)
Telluride Colorado, when we landed the density altitude was 113
(http://a4.sphotos.ak.fbcdn.net/hphotos-ak-snc6/217733_1679140338851_1247804014_31388521_7908922_n.jpg)
:aok nice ,more of that pls
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First maintenance issue. I pulled the carb heat OUT. All the way out. I was abeam the numbers and had the handle for carb heat sitting in my hand. It's fixed now (it happened yesterday) and I just flew it back home.
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First maintenance issue. I pulled the carb heat OUT. All the way out. I was abeam the numbers and had the handle for carb heat sitting in my hand. It's fixed now (it happened yesterday) and I just flew it back home.
How many times did you try to stick it back in? :D
I had the same thing happen on a 182.
The '64 150 I soloed had a t-handle you pulled to engage the starter. It was attacked to a cable that engaged the starter solenoid. One of my first lessons I pulled the handle to crank the Continental up and it came right out of the panel. Got a lesson in hand-propping for that lesson.
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How many times did you try to stick it back in? :D
I had the same thing happen on a 182.
The '64 150 I soloed had a t-handle you pulled to engage the starter. It was attacked to a cable that engaged the starter solenoid. One of my first lessons I pulled the handle to crank the Continental up and it came right out of the panel. Got a lesson in hand-propping for that lesson.
I didnt mess with it in the air, but once I got on the ground I taxied over to the run-up area and probably tried five or six times before I shut it down and asked a mechanic.
Hand propping? Sounds like fun :devil
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Hand propping? Sounds like fun :devil
Oh brother...
Don't just run out and try it. Have someone who knows what the hell they're doing show you how to do it and the precautions you need to take beforehand. There are a few things that you'll really wish you'd done if things go poorly for you and you wouldn't be the first person with no experience to hurt, maime, chop off a limb or kill themselves doing it. Even being complacent one time out of literally hundreds if not thousands with your very own airplane will do it to you as, yes, more than one person can attest to. It's no big deal as long as you treat the airplane and propeller with respect but as soon as you don't it'll bite you and it bites hard.
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Oh brother...
Don't just run out and try it. Have someone who knows what the hell they're doing show you how to do it and the precautions you need to take beforehand. There are a few things that you'll really wish you'd done if things go poorly for you and you wouldn't be the first person with no experience to hurt, maime, chop off a limb or kill themselves doing it. Even being complacent one time out of literally hundreds if not thousands with your very own airplane will do it to you as, yes, more than one person can attest to. It's no big deal as long as you treat the airplane and propeller with respect but as soon as you don't it'll bite you and it bites hard.
The very first prototype of a Bearhawk (the experimental that I am building) was hand propped.
In fact, Bob Barrows, the designer of the aircraft, did not have any electronics at all on the aircraft until he got too old to hand-prop the plane anymore and had to put a starting system on it. :O
Personally, I would much rather have an electric starter, especially if I go with the 0-540 :D
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Oh brother...
Don't just run out and try it.
What he said.
We had a guy hand-propping his 206. Ground was icy. He came too lying on his back under the airplane - head toward the nose and feet toward the tail. His head was in line with the prop -- the engine was idling. Luckily he had the presence of mind not to raise up and was able to scoot out from under the prop and call for help. He had a big lac on the back of his head -- we surmise that he swung the prop and slipped and fell hitting his head.
Another lucky guy was propping and got hit in the head by the prop. All he got was a head lac.
Another guy was propping his 180 on skis. It got away from him and starting running in circles on the lake getting faster with each circle and each circle getting bigger. His airplane finally hit the lakeshort where it destroyed a set of floats and badly damaged a pickup. The floats and pickup were his also.
A 185 fresh out of a total makeover got handpropped, got away and went full throttle across the road lifting off just before it hit the big state maintenance building. Back to the shop for that one.
There has been more than one airplane that got away from the pilot and took off on it's own.
Best bet is do good maintenance.
:D
I also know a guy that stepped out onto the float of his 180 as he beached in a remote lake, engine running. The float touched bottom, he lurched forward and stuck a hand in the prop losing all but the thumb and index finger. Now get this -- he's a doctor -- he got back in the airplane, grabbed his med kit and numbed the hand up so he could fly back to town. He figured he had to go right now because he likely wouldn't be able to go later due to pain, etc. Tough guy.
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Personally, I would much rather have an electric starter, especially if I go with the 0-540 :D
If you hand prop an O-540 you are the man!!
I flew a guys J-3. No electrical system so it was always handpropped. He had it down to a science. He'd stand behind the prop on the right at the door. Reach up with one hand a give a little flip and Putta Putta Putta it would be idling. If something went wrong he was behind it so he wouldn't get run over and could just reach in and drag the throttle back or turn the mags off.
A friend has a 180 and first flight each day he hand-props the airplane. He too has it done so it's easy to do -- and he leaves the fuel off just in case -- it will idle long enough to walk around the turn the fuel back on. His reason for hand-propping is that he flies into the bush a lot, he wants to know that he can handprop if there is a battery issue somewhere remote. If he can't he knows he has an issue that he might want to fix before launching off into the wilds of Alaska.
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If you hand prop an O-540 you are the man!!
I flew a guys J-3. No electrical system so it was always handpropped. He had it down to a science. He'd stand behind the prop on the right at the door. Reach up with one hand a give a little flip and Putta Putta Putta it would be idling. If something went wrong he was behind it so he wouldn't get run over and could just reach in and drag the throttle back or turn the mags off.
A friend has a 180 and first flight each day he hand-props the airplane. He too has it done so it's easy to do -- and he leaves the fuel off just in case -- it will idle long enough to walk around the turn the fuel back on. His reason for hand-propping is that he flies into the bush a lot, he wants to know that he can handprop if there is a battery issue somewhere remote. If he can't he knows he has an issue that he might want to fix before launching off into the wilds of Alaska.
Thankfully, it will be a few years before I have to make that decision.
The range of HP I can use is between 150-260.
The only advantage I would really gain from the higher HP engines is an increase in climb speed as the VnE is 175 mph.
I would have to weight that advantages of fuel consumption over higher horses. I would also like to have the ability to hand prop for the same reasons as your friend. Although there is not nearly as much back-country here in Pennsylvania, this is essentially a STOL bush plane made to carry cargo and I would like to do some travelling to non-typical places with it. I am still considering putting amphibious floats on it or, at the very least, putting the mounts on the frame when I build it in case I choose to do it later.
It's the same reason that I like a vehicle with a manual transmission. :D
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My first flying memory was sitting in the cockpit of my dad's luscombe coupe with my feet on the brakes and him telling me to "pull this lever out until it stops once the engine starts".
Scary for a 5 year old but I was alreadly helping him work on cars.
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I was being sarcastic. I don't ever intend on hand-propping an airplane if I can help it.
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I am still considering putting amphibious floats on it or, at the very least, putting the mounts on the frame when I build it in case I choose to do it later.
If you do the floats use the 540. I have yet to see an overpowered float plane.
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If you do the floats use the 540. I have yet to see an overpowered float plane.
There is a guy in Alaska named Dan Shilling that is using a Subaru.
The PSRU's scare me, though. Something else to go wrong. I'd love to try a Heinkel, but would still need a gearbox...
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There is a guy in Alaska named Dan Shilling that is using a Subaru.
That name sounds familiar. Is he in the Anchorage area?
Ya know, I should go out and take some photos of some of the modified airplanes here in Alaska...it's amazing what some of these guys do with airplanes.
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That name sounds familiar. Is he in the Anchorage area?
Ya know, I should go out and take some photos of some of the modified airplanes here in Alaska...it's amazing what some of these guys do with airplanes.
http://www.youtube.com/watch?v=k-mNd71Bk3I (http://www.youtube.com/watch?v=k-mNd71Bk3I)
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Either the end of this week or next we are tearing out the old radios and installing a Garmin 530W and a kx155.
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Either the end of this week or next we are tearing out the old radios and installing a Garmin 530W and a kx155.
What did it have before?
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Either the end of this week or next we are tearing out the old radios and installing a Garmin 530W and a kx155.
Now do a good job and take ALL of the old wiring harnesses out as well.
I took just under 8 pounds (that's 1 1/4 gallons of fuel) of unused wiring out of my airplane (that weight includes the King Marine Loran that was in the airplane -- several useful features such as "anchor watch")
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Now do a good job and take ALL of the old wiring harnesses out as well.
I took just under 8 pounds (that's 1 1/4 gallons of fuel) of unused wiring out of my airplane (that weight includes the King Marine Loran that was in the airplane -- several useful features such as "anchor watch")
With a max weight of 2500 lbs, I think I'll just toss a spare engine in the back.
Just in case... :devil
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What did it have before?
I don't even know. Some old bendix/king radios. We are keeping the Ki203 and the radio it is attached to, but all the others are going.
I know one of the Nav radios is a Kns81, which is really neat, except only half of the features on it work
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I don't even know. Some old bendix/king radios. We are keeping the Ki203 and the radio it is attached to, but all the others are going.
I know one of the Nav radios is a Kns81, which is really neat, except only half of the features on it work
Roger
Well have fun with the G530. Will it have an integrated TIS?
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Roger
Well have fun with the G530. Will it have an integrated TIS?
Maybe down the road, but not immediately. I don't have a garmin transponder, which you need for TIS.
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You can toss any Omega stuff in addition to the Loran radios as my sister's husband is decomissioning the omega towers worldwide.
He just knocked down an omega antenna that is the tallest structure in all of africa the other day.
http://www.youtube.com/watch?v=qNi75OWgzkw
Here he is pointing at something.
Interesting guy.........he started coast guard, transferred to navy in the "rockfish" in afghanistan, and now is army.
I think he should definately try to set the record and go after Air Force and Marines next.
I need to check but I think he now outranks her.......not sure.
(http://farm4.static.flickr.com/3417/5714120526_a29bd6249a_b.jpg)
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(http://a5.sphotos.ak.fbcdn.net/hphotos-ak-snc6/251691_2151864954943_1195951676_4386287_7492181_n.jpg)
My moms friend came out and took a good picture
(http://a6.sphotos.ak.fbcdn.net/hphotos-ak-ash4/252822_2151871435105_1195951676_4386312_947399_n.jpg)
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(http://a5.sphotos.ak.fbcdn.net/hphotos-ak-snc6/251691_2151864954943_1195951676_4386287_7492181_n.jpg)
My moms friend came out and took a good picture
(http://a6.sphotos.ak.fbcdn.net/hphotos-ak-ash4/252822_2151871435105_1195951676_4386312_947399_n.jpg)
What do you think of the STOL stuff on it so far??
I've seen what some of those kits go for (namely Katmai ) and really question if they're worth it.
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What do you think of the STOL stuff on it so far??
I've seen what some of those kits go for (namely Katmai ) and really question if they're worth it.
It's a big difference from what I used to fly, but I used to fly a 172N that had a heavier airframe.
I like the STOL stuff alot, and can get it noticeably slower in slow flight. If I hold the flare long enough I touch down doing about 36 knots. I can get it off the ground in 300-500 feet depending on my fuel, and the winds. I think they are worth it, but we bought the plane with it already installed.
edit: The Katmai stuff is way overpriced, somewhere earlier in this thread I posted pictures of the STOL kit on this plane. It consists of a Drooped wingtips, drooped leading edge, and fences on the top of the wing.
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(http://a5.sphotos.ak.fbcdn.net/hphotos-ak-snc6/251691_2151864954943_1195951676_4386287_7492181_n.jpg)
My moms friend came out and took a good picture
(http://a6.sphotos.ak.fbcdn.net/hphotos-ak-ash4/252822_2151871435105_1195951676_4386312_947399_n.jpg)
I see a striking resemblance. Must be the sunglasses... :lol
(http://i239.photobucket.com/albums/ff107/tymekeepyr/john-holmes_hufr-l.jpg)
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Tupac - your hair will hinder your sight while flying if you don't cut it soon!
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That or it will get caught in the spinning propeller!
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I think he's cultivating the Aleksander Emelianenko look a bit.
(http://www.emelyanenko.com/images/ae_tp.jpg)
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You can toss any Omega stuff in addition to the Loran radios as my sister's husband is decomissioning the omega towers worldwide.
He just knocked down an omega antenna that is the tallest structure in all of africa the other day.
http://www.youtube.com/watch?v=qNi75OWgzkw
Here he is pointing at something.
Interesting guy.........he started coast guard, transferred to navy in the "rockfish" in afghanistan, and now is army.
I think he should definately try to set the record and go after Air Force and Marines next.
I need to check but I think he now outranks her.......not sure.
(http://farm4.static.flickr.com/3417/5714120526_a29bd6249a_b.jpg)
Cool video. My grandfather was qualified to set and detonate explosives for demolision. He died nearly 10 years ago but he was a cool guy to know, had some great toys. :t
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I see a striking resemblance. Must be the sunglasses... :lol
(http://i239.photobucket.com/albums/ff107/tymekeepyr/john-holmes_hufr-l.jpg)
I see it too.
I think he's cultivating the Aleksander Emelianenko look a bit.
(http://www.emelyanenko.com/images/ae_tp.jpg)
LOL
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I see it too.
Well then again, I'm not looking at ALL the similarities, nor do I want to...
:noid
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I see a striking resemblance. Must be the sunglasses... :lol
(http://i239.photobucket.com/albums/ff107/tymekeepyr/john-holmes_hufr-l.jpg)
He looks like a skinnier Jake (from Two and a Half Men) to me...
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Nice pic. :x
What kind of T/O roll distance are we talking about with the STOL kit?
What comprises your STOL kit?
Not to offend, but why the need for a STOL kit in TX?
Have a STOL kit on my C172....1965 model. I had the droop wing tips and I operated out of a 700 ft grass strip in the DFW area. I could get off the ground in 450 feet. I convereted it to the 180 hp Lycoming engine with the stabilizer conversion. It was a great airplane to cross country in. I recieved my CFII in the plane and I still use it to fly back and forth from Montana and Denver.
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What do you think of the STOL stuff on it so far??
I've seen what some of those kits go for (namely Katmai ) and really question if they're worth it.
Best decision I ever made. Definitely worth the money.
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If you hand prop an O-540 you are the man!!
I flew a guys J-3. No electrical system so it was always handpropped. He had it down to a science. He'd stand behind the prop on the right at the door. Reach up with one hand a give a little flip and Putta Putta Putta it would be idling. If something went wrong he was behind it so he wouldn't get run over and could just reach in and drag the throttle back or turn the mags off.
A friend has a 180 and first flight each day he hand-props the airplane. He too has it done so it's easy to do -- and he leaves the fuel off just in case -- it will idle long enough to walk around the turn the fuel back on. His reason for hand-propping is that he flies into the bush a lot, he wants to know that he can handprop if there is a battery issue somewhere remote. If he can't he knows he has an issue that he might want to fix before launching off into the wilds of Alaska.
I hand propped a 207 once in Alaska to get home before a storm. I will never do it again. I hurt my shoulder. :)
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My Swift project is coming along...
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/JuneSwift2.jpg)
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/JuneSwift.jpg)
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/JuneSwift3.jpg)
Just have to install the new panel, re-rig the wings, install some glass and finish stripping and polishing the fuse to name a few things...
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My Swift project is coming along...
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/JuneSwift2.jpg)
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/JuneSwift.jpg)
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/JuneSwift3.jpg)
Just have to install the new panel, re-rig the wings, install some glass and finish stripping and polishing the fuse to name a few things...
Oh HELL yeah!!
:rock
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I am currently restoring this after a crash in '02.
(http://img.youtube.com/vi/MuEvsycKYx8/0.jpg)
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I am currently restoring this after a crash in '02.
(http://img.youtube.com/vi/MuEvsycKYx8/0.jpg)
IMPOSTER !
It only has one engine :noid
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Hey easy now. I do not have funds for maintenance on 2 rubber bands. Not to mention insurance coverage on the possibility of 2 snapping while winding.
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I feel your pain Shuff...aircraft grade anything is expensive, even rubber bands :eek:
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STOL great for taking off at hi alt airfields.
Cub burns 3 gallons per hour?? thats like 35 mpg!
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My Swift project is coming along...
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/JuneSwift2.jpg)
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/JuneSwift.jpg)
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/JuneSwift3.jpg)
Just have to install the new panel, re-rig the wings, install some glass and finish stripping and polishing the fuse to name a few things...
That Swift looks SWEET!
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STOL great for taking off at hi alt airfields.
Cub burns 3 gallons per hour?? thats like 35 mpg!
our super cub burns 6-7
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That Swift looks SWEET!
Thanks Tupac~ 1948 they still knew what airplanes were supposed to look like.
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Thanks Tupac~ 1948 they still knew what airplanes were supposed to look like.
... and where the wheels were supposed to go :D
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... and where the wheels were supposed to go :D
Supposed to retract with a little one in the back!
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Supposed to retract with a little one in the back!
Well, mine wont retract when I'm finished... :cry
...but it still won't look like a tricycle :x
(http://i239.photobucket.com/albums/ff107/tymekeepyr/Bearhawk260-2.jpg)
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I started working on my tailwheel endorsement today in a 1946 Piper J3 Cub.
The very same one that landed on I10 http://www.ksat.com/news/22544400/detail.html
Today I worked on wheel landings and 3-point landings, so my airplane might be a tricycle, but I will be legal to fly the ones that arent!
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I started working on my tailwheel endorsement today in a 1946 Piper J3 Cub.
The very same one that landed on I10 http://www.ksat.com/news/22544400/detail.html
Today I worked on wheel landings and 3-point landings, so my airplane might be a tricycle, but I will be legal to fly the ones that arent!
Nice!
When you finish with that course (if you have money & time) take a flight in the Decathlon. You'd be amazed at the difference.
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Today I worked on wheel landings and 3-point landings, so my airplane might be a tricycle, but I will be legal to fly the ones that arent!
After flying the B-17 and B-24 for a couple of years I went back to flying a 206 hauling skydivers. One of the jumpers has a nice Super Cub, I'd never flown one so we hopped in and he (a CFI) talked me around the pattern a few times. He asked if I had any tailwheel time, I said a little over 300 hours. He asked for a full stop and got out and said go play with it a bit. COOL!! I did 3 full stop landings and takeoffs before parking his airplane.
As we talked later that night I told that 320 hours of my tailwheel time was in a B-17 and that I had never acted as PIC on a tail wheel airplane until he let me fly his. :D
He called me a couple of names, laughed and threw me a beer.
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As we talked later that night I told that 320 hours of my tailwheel time was in a B-17 and that I had never acted as PIC on a tail wheel airplane until he let me fly his. :D
:lol
:aok
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I started working on my tailwheel endorsement today in a 1946 Piper J3 Cub.
The very same one that landed on I10 http://www.ksat.com/news/22544400/detail.html
Today I worked on wheel landings and 3-point landings, so my airplane might be a tricycle, but I will be legal to fly the ones that arent!
:rock
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After flying the B-17 and B-24 for a couple of years I went back to flying a 206 hauling skydivers. One of the jumpers has a nice Super Cub, I'd never flown one so we hopped in and he (a CFI) talked me around the pattern a few times. He asked if I had any tailwheel time, I said a little over 300 hours. He asked for a full stop and got out and said go play with it a bit. COOL!! I did 3 full stop landings and takeoffs before parking his airplane.
As we talked later that night I told that 320 hours of my tailwheel time was in a B-17 and that I had never acted as PIC on a tail wheel airplane until he let me fly his. :D
He called me a couple of names, laughed and threw me a beer.
Semantics FTW!
-Penguin
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Heres a picture from our flight today, flying the cub again tomorrow and thursday and going to get tailwheel endorsed this week.
(http://a3.sphotos.ak.fbcdn.net/hphotos-ak-ash4/267606_184287508291042_144125688973891_445327_5774020_n.jpg)
edit: Notice my farmers tan....isnt it attractive?
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In the opposite fashion for what is normal, I learned wheel landings first (boerne usually has a crosswind) so we are doing three point landings tomorrow, hopefull we can find somewhere without a crosswind
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I think it's really cool that you're doing this. What an awesome hobby for a kid to have :rock :salute
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After flying the B-17 and B-24 for a couple of years I went back to flying a 206 hauling skydivers. One of the jumpers has a nice Super Cub, I'd never flown one so we hopped in and he (a CFI) talked me around the pattern a few times. He asked if I had any tailwheel time, I said a little over 300 hours. He asked for a full stop and got out and said go play with it a bit. COOL!! I did 3 full stop landings and takeoffs before parking his airplane.
As we talked later that night I told that 320 hours of my tailwheel time was in a B-17 and that I had never acted as PIC on a tail wheel airplane until he let me fly his. :D
He called me a couple of names, laughed and threw me a beer.
Collings Foundation right? i think we talked in game about that once.
As soon as i get my private, i want to start torwards my tailwheel. I want to fly our L-21B so badly, but I have to have 200hrs tailwheel time before i can even be put on the insurance for it :( What will be hard is that there are no tailwheels on field available for rent...
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Learned how to do three-point landings today, and how to hand-prop. Video to come later.......
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That is very cool Tupac!
Have fun and be safe buddy!
RTR
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http://www.youtube.com/watch?v=b2QCzYNnML0
handpropping the cub today
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Got my tailwheel endorsement today after 5.5 hours of dual instruction in a 1946 J3-65 Cub
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Got my tailwheel endorsement today after 5.5 hours of dual instruction in a 1946 J3-65 Cub
Congrats!
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It gets out of the avionics shop tomorrow, ended up putting in a 530w, 330, kx155, and got all the instruments rearranged into a standard layout. It's nice, I can't wait to see it.
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It gets out of the avionics shop tomorrow, ended up putting in a 530w, 330, kx155, and got all the instruments rearranged into a standard layout. It's nice, I can't wait to see it.
Nice!
Will it only work as instruments, radio, and GPS or will you have things like TIS, ADS-B, datalink, ect.. ?
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TIS
https://buy.garmin.com/shop/shop.do?pID=201&ra=true
Mode S transponder.....thast the one I've got
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TIS
https://buy.garmin.com/shop/shop.do?pID=201&ra=true
Mode S transponder.....thast the one I've got
That's great. That's my favorite addition to GA airplanes in the 21st century, it's just amazing how much TIS helps.
Have you used it before?
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One of the skyhawks I rented had it, it's like an extra pair of eyes.....great when you do alot of solo flying
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One of the skyhawks I rented had it, it's like an extra pair of eyes.....great when you do alot of solo flying
Agreed
Well, have fun.
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One of the skyhawks I rented had it, it's like an extra pair of eyes.....great when you do alot of solo flying
Good to know, I've been trying to decide what to install when the time comes...
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It gets out of the avionics shop tomorrow, ended up putting in a 530w, 330, kx155, and got all the instruments rearranged into a standard layout. It's nice, I can't wait to see it.
Mines out of the engine shop today. 2200 hours, 12 bad hydraulic lifters, 12 worn rocker shafts and wash boarded bushings from TCM not Pre-lubricating the bushings when they built the damn thing. Rocker shafts had to be knocked out with a ball peen - they just were not moving. Thought it was sticky valves and went in with the reamer, to find the valve guides were pristine and the reamer just fell through.
So, $5,000 later, here we are. As a plus I suppose, had the lifters been bad on a Lychoming, I'd have to buy a new engine bc you can't access the lifters on a Lychoming without splitting the case.
http://www.youtube.com/watch?v=VhPs7tQ3Piw&feature=youtube_gdata_player (http://www.youtube.com/watch?v=VhPs7tQ3Piw&feature=youtube_gdata_player)
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That's why a Repairman's Certificate is a beautiful thing :)
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So, $5,000 later, here we are. As a plus I suppose, had the lifters been bad on a Lychoming, I'd have to buy a new engine bc you can't access the lifters on a Lychoming without splitting the case.
QFT, or at least overhaul, which is almost the same money. Sometimes I wonder why Lycoming doesn't just design the case to have an access point to the cam, cam followers, and lifters, especially considering the poor oiling in that part of the engine.
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QFT, or at least overhaul, which is almost the same money. Sometimes I wonder why Lycoming doesn't just design the case to have an access point to the cam, cam followers, and lifters, especially considering the poor oiling in that part of the engine.
Same reason both companies have in the POH to run 125* rich of peak. They want to sell you parts and are not interested in longevity.
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We've fabricated, machined, and laser cut many parts for older aircraft. Mostly prop and jet aircraft used in shows.
We've lasered quite a few instrument panels.
Generally they bring in the old panel with instructions of where they want everything moved to. If anything new is added they have a pattern.
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My 1948 Swift is finally ready to fly!
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/Photo0895.jpg)
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/Photo0903.jpg)
Panel before
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/ad78324i.jpg)
Panel after
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/Photo0918.jpg)
Before
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/ad78324c.jpg)
After, still some paint to strip
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/Photo0916.jpg)
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/Photo0917.jpg)
(http://i110.photobucket.com/albums/n83/Urbanflotsom1/Photo0914.jpg)
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Grats... looking good. :)
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Thanks Shuff~ hungry machines :D
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That's a beautiful airplane - let us know how it flies! (and if it flies half as good as it looks, you will have the best flying swift east of the Mississippi)
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frikken' sweet Seadog!
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She is only a 125 hp, which is a little gutless. I'll have to upgrade to a 145 down the road, there are a lot nicer more beautiful Swifts west and east of the Mississippi but thank you.
Check out this video of Fernando Guerra, a 145hp Swift pilot in Brazil who knows how to fly this bird~
www.youtube.com/watch?v=83ZV36RrTCk
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If you ever fly near Collierville, Tennessee stop by 54M and say hey to Jim Rice. He has a pretty slick swift out there. (and a really nice cub he just finished restoring)
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Definitely need to upgrade that engine if you can! What does that thing cruise at w/ 125 hp?
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If you ever fly near Collierville, Tennessee stop by 54M and say hey to Jim Rice. He has a pretty slick swift out there. (and a really nice cub he just finished restoring)
Heck, If you like Swifts, the Swift museum is in Athens, TN
http://www.swiftmuseumfoundation.org/index.html
More great info here:
http://www.saginawwings.com/
She cruises around 130 mph with a 125hp, a little bit more with a 145hp, the difference is on climb out. Many have been modified for 160-210hp though
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Seadog instead of putting in an O300 it would be most likely cheaper to put in an O360 with a FP propeller. You'd get 35 more ponies and less mx due to fewer cylinders (and the O360 is about the most common GA engine in the world) and a couple grand cheaper to overhaul.
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Seadog instead of putting in an O300 it would be most likely cheaper to put in an O360 with a FP propeller. You'd get 35 more ponies and less mx due to fewer cylinders (and the O360 is about the most common GA engine in the world) and a couple grand cheaper to overhaul.
An O 360 with prop sounds nice lol~ On top of costing a small fortune you need new engine mounts and all new accessories, baffling, etc, stc for increased weight~ then you will want to add aux fuel...it snowballs. Better to just buy a re-powered plane.
The C-145 is the exact same engine with a bigger stroke~ drop in upgrade. I'd rather put any extra ching into converting from yolks to sticks. Wen they first came out they were powered by 85hps!
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I like the C-145/O-300 engines. The run smoother and will still go if you drop a valve. If you lose a cylinder in a 320 or a 360 the thing is liable to shake itself to pieces before you get it on the ground. Think the C-145 still holds the world endurance record too. Of course I'm biased as that's what is slung on the front of my '48 C170.
Back on topic...My share of our last annual was $360. Had to buy an alternator STC when our gen gave up flying into OSH last year ($875). We did have one of our lifters flatten last year an chose to rehone the cylinders and replace the rings at that time. Cost about 2k to do all the work.
My advise to anyone looking to buy a plane: Get a good partner and buy the nicest plane you can afford. Try to find one that has been hangared and flown regularly. Letting any vehicle sit too much is not good for it. And, after working at a couple different repair shops, the hangared planes always came in with fewer problems than the ones stored outside.
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I lost a jug on my 360 - it still ran pretty well on three.
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I lost a jug on my 360 - it still ran pretty well on three.
Geezzz Tupac, seems like you have had your share of mechanical misfortune so far.
I like the C-145/O-300 engines. The run smoother and will still go if you drop a valve. If you lose a cylinder in a 320 or a 360 the thing is liable to shake itself to pieces before you get it on the ground. Think the C-145 still holds the world endurance record too. Of course I'm biased as that's what is slung on the front of my '48 C170.
Back on topic...My share of our last annual was $360. Had to buy an alternator STC when our gen gave up flying into OSH last year ($875). We did have one of our lifters flatten last year an chose to rehone the cylinders and replace the rings at that time. Cost about 2k to do all the work.
Didn't want to replace the generator? Seems like if you can walk away from a repair for 2k you got lucky, these birds are hungry.
The '48 170 has the straight tail too right, I like those.
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Geezzz Tupac, seems like you have had your share of mechanical misfortune so far.
Didn't want to replace the generator? Seems like if you can walk away from a repair for 2k you got lucky, these birds are hungry.
The '48 170 has the straight tail too right, I like those.
The generator quit over RIPON on our way into OSH. By the time we got into the pattern the battery was nearly dead. Had everything off but the radio which quit while we were taxiing. The alternator is a great upgrade but a generator would have been fine as our panel is as simple as it gets. The only big draw to our electrical system is the retractable landing light. Bought the STC because it was in the box @ the Aircraft Spruce booth and the gen wasn't rebuildable.
And she's a beautiful straight tail ragwing with about 300SMOH and maybe 40 since that partial top. Next upgrade is a set of Slicks.
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I have a lot of respect for you flying doods. I don't understand anything you talk about. If I have a alternator fail, I can flip a switch and try and let the good one charge both sides. If all fails, I can stop and drink beer. I don't drink beer much in a boat, but if someone else is driving....it's a night time activity at the house.
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its more of knob than switch.
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And don't and try and test the good one by turning if off. You will blow the diodes.
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Things I learned, be happy with what you got. Don't test or pressure anything.
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Have all of your alternators failed recently? (Within the last 12 hours.)
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Just due to the dumbasesss operation. (miss spelled bellybutton in purpose, might say bellybutton now)
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if the port engine goes out, it's a squeak to control after that. power steering, who needs it?
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Have all of your alternators failed recently? (Within the last 12 hours.)
My voltage regulator to the generator on my old '62 Cessna 150 pooped out on me a few years ago. Only time I've had to hand prop it til I replaced it. Just exchanged my original generator on my Swift for one 5 lbs lighter. Generally alternators have better output and are lighter but require an STC for older aircraft for which it was not standard.
Lets see a picture of that 170 LilMak.
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I had to hand prop my plane once when the battery was almost dead.....I wouldnt have done it, but BBQ was at stake. Just tie the tail down and chock the mains and if you have been trained to do it, its no big deal.
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Lets see a picture of that 170 LilMak.
The painfull part of the flight...Yes that's me on the ladder.
(http://sphotos.xx.fbcdn.net/hphotos-ash2/34253_1412755011768_1619336065_985260_6680990_n.jpg)
Liftoff @ Peach State Aerodrome
(http://sphotos.xx.fbcdn.net/hphotos-ash4/420386_3227799986758_1619336065_2635025_1693966449_n.jpg)
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She is a beauty, looks mint! Nice wheel pants too!
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Thanks Seadog. Shes not "mint" but I'm not embarrassed to park her next to the show planes. Solid 8.5 out of 10. 35 grand well spent IMO.
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Boat stands for Break Out Another Thousand. What does plane stand for? Is it the same kind of expense?
Pay Lots And Never Ends
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Pay Lots And Never Ends
but worth every penny.
I spent a couple hours washing my bird today - It had about 30 hours since the previous wash and needed some TLC after flying to florida.
(http://a4.sphotos.ak.fbcdn.net/hphotos-ak-prn1/548254_2951122697615_1247804014_32182529_30145447_n.jpg)
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^^^Nice!!!
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LilMak - that is one beautiful aircraft, sir!
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LilMak - that is one beautiful aircraft, sir!
Thank you! I sure do enjoy it. Some people golf, flying is my passion.
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Thank you! I sure do enjoy it. Some people golf, flying is my passion.
Apparently, so is using a sander :lol
Labor of love though, I'm sure :aok
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Thank you! I sure do enjoy it. Some people golf, flying is my passion.
:aok