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#21
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I renamed the pic so it's easier do find now. Also did a zoom of the radios,
and the tach. You can clearly read the 997.24 but the needle covers up the 0 to I guess I'll have to get a different angle when I get a chence I also renamed the pictures that show the power supplies for those radios, they are huge and heavy. Wayne "Dennis O'Connor" wrote in message ... Wayne, the picture of the panel is priceless... All you new comers take a look at how it was done before flip flop rados, moving maps, etc... Denny Have you looked at the project plane I've been helping with yet? It's a 63 172 with less than 1000TT and has been sitting outside for 18 years! Take a peek. http://12.151.5.4/172 Wayne |
#22
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But now the server is down
I also renamed the pictures that show the power supplies for those radios, they are huge and heavy. Wayne "Dennis O'Connor" wrote in message ... Wayne, the picture of the panel is priceless... |
#23
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#24
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Take a peek. http://12.151.5.4/172
Omigawd. That's a PROJECT, Wayne. When did it last fly? -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#25
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Yeah it is. Last flight was 1985! Got a couple new pictures today, will
add then ASAP. Learned sometime too, did you know that when all the weight is off the front wheel, that it lockes in the straight position until it get weight on it? I never realized it but it makes sense, otherwise during a crosswind landing, the wheel would touch down crooked. Wayne Omigawd. That's a PROJECT, Wayne. When did it last fly? -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#26
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"Jay Honeck" wrote in message news:dbe1b.219281$o%2.100363@sccrnsc02... Take a peek. http://12.151.5.4/172 Omigawd. That's a PROJECT, Wayne. When did it last fly? I can hear it now: "Get this propeller out of here so I can take a bath!!" :~) (With apologies to Jeff Foxworthy). |
#27
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In article yfe1b.220243$YN5.151637@sccrnsc01,
"Jay Honeck" wrote: It's the old "Catch-22" -- the guy with the authority to ground your plane is the same guy who benefits from grounding it. This enticement makes it easy for an unscrupulous A&P -- probably someone who's not making a lot of money, and with a family to feed -- to "bend" the rules in his favor when he senses a newbie in his midst. For some, it's like blood in shark-infested waters. You new owners take heed -- bring a trusted old hand to your first annual, if possible. amen to that. btw - it's best to bring the trusted soul to each annual. -- Bob Noel |
#28
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In article ,
Wayne wrote: Have you looked at the project plane I've been helping with yet? It's a 63 172 with less than 1000TT and has been sitting outside for 18 years! Take a peek. http://12.151.5.4/172 We should send that URL to anyone who is thinking of buying a "super low total time!!!" plane from TAP. -- Ben Jackson http://www.ben.com/ |
#29
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Technically he can't ground the plane, but practically speaking he does. The
airplane is unairworthy if there are discrepancies. If the owner is made aware of the discrepancies, and then flies the airplane he can easily be violated for flying an aircraft that he knows to be unairworthy. Unless you have an independent A&P available where the aircraft is, you are captive to the IA once he starts the inspection. Martin Kosina wrote: One can also always use a different IA and A&P to remove the conflict of interest. The IA cannot really "ground" the airplane, only perform an inspection and make a log entry to that effect ("...list of discrepancies given to owner", etc.), nothing more. You can then have an A&P (or yourself, under supervision) correct the discrepancies to return the aircraft to service. Martin -- --Ray Andraka, P.E. President, the Andraka Consulting Group, Inc. 401/884-7930 Fax 401/884-7950 http://www.andraka.com "They that give up essential liberty to obtain a little temporary safety deserve neither liberty nor safety." -Benjamin Franklin, 1759 |
#30
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Wayne wrote:
Not just a hawk. 150, 152, 180. I have had several instructors and none every mentioned that before. How often do you get to have the nose sitting in the air (such as when the engine is removed) and get to fiddle with it? I doubt that most instructors know it at all let alone teach it. They don't even teach whether the rods connect frm the rudder petals to the nosewheel push, or pull. I was told that almost all tricycle gerared planes are this way. Except like the Grumman with their nosewheel (kind of like a castor wheel) that turns very sharp. By design though, they straighten themselves. Not Pipers, either. The nosewheel on Cherokees is connected to the rudder, so if you touch down in a crosswind with some rudder in, you'd better neutralize the rudder before the nosewheel touches down. Remove SHIRT to reply directly. Dave |
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