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That's exactly what he's doing Larry!
So he's financing his retirement by selling off the stuff he lifted from work one lunch-boxful at a time, huh...
I need to find one of those around here! -
one of my flying buddies worked a Lockheed,..he has bins full of titanium bolts an hardware wire looms etc and solid rivets of all sizes
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I was working as a fueler in Nashua NH when I got a call to fuel a DC 3 "Gooney Bird",..the reason was to add weight because of winds in excess of 70 miles an hour,.I drive the fuel truck down to where the DC-3 is,,connect ground..grab the ladder, reel out the hose and climb up on starboard wing..as I'm fueling inboard first,..a gust of wind comes along and the DANG TAIL LIFTS!!! I am squeezing that fuel nozzle so hard I thought I was going to squeeze the fuel flow off lol..well I get inboard topped off and start on the other inboard lol actually they are side by side so I guess you can call it an outboard,..this particular DC-3 had the rag tips and control surfaces,..as I'm fueling the other tank the wind picks up again,..there is a bone DC-3 no engines,,1 landing gear leg..no tail wheel etc,..like I said a bone about 150 feet away from the plane I'm fueling..it lifts up off the ground over a 6 foot fence! and sets back down on the other side..didn't hit anything,..my ladder is up against the fence now..the tail of the DC-3 Im on is in the air again! and I'm praying the plane doesn't leave the ground lol..I got the port tanks full after sliding down hanging over the trailing edge of the wing and retrieving my ladder,.. the plane was chalked but not tied down,..DC-3's will take flight at 70 mph..and without engines at less then 70 mph that was a very interesting day for sure lol
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messing around one day I built this ,,was thinking of increment flap control for my old model 2 but it could be used for trim,..leading edge horizontal stab adjuster,.."bomb bay doors lol"..what ever..
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could be a trim control too,..was just messing around when I built it,..thinking of different uses
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haha I just cant help but beat myself up asking for everyones help when it was a measuring problem, haha. The tail weight is 49lbs in ACTUAL level flight attitude.
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I need to upgrade my leaf spring. Can anyone direct me to a source? I'm not interested in a spendy solution but a simple upgrade to the leaf spring assy (hopefully making it safer and less loop prone) and retain my solid wheel Maule.
Call these guys. I know they do this, cheap... (hint hint.)
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I love it when something is solved so easily! I learned that lesson when I first used a digital level... I was rigging floats on a plane and I triple checked with the digital level even though my calibrated eye said it was lying. After I cut all the tubing to length and fitted the plane to the floats I knew it was way out. Good thing all I had to do was shorten the front leg to get the plane back to 5.5 degrees instead of 8.
Who knew I needed to read the directions and CALIBRATE and ZERO the digital readout against a known level first.
Glad you got it sorted out!
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Carol and Jim let me go through his log books today when I picked up my pictures. He was logging time in a Eaglerock. I searched it now and I think it is a Alexander Eaglerock with a Curtiss OX-5 90hp. The first aircraft that came out in 1925 had wings that would fold back for storage. Well imagine that ! Us Avidfoxflyers are a few years behind. Ha Ha.
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Nice story and pictures... My ex wife kinda brought that up when I had the first engine out and augured .. She was not so sure about me flying anymore. I told her I was doing airplanes long before I was doing her and I would be doing them long after her
You can always tell by the look in a guys eyes when you start talking about flying if he is an aviator or a pilot. I hope the day I loose that sparkle when I talk or think about airplanes is the day they pat me in the face with a shovel.
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Just got these pictures from a couple in town. It is a picture of her dad when he was barnstorming around the country in 1929. He was a good friend of my dad. They hunted and fished together for years. I new Joe quite well my self. I remember as a kid Joe telling me about barnstorming. When I had my Taylorcraft in the late 70's I asked him if he would want to go for a ride. His eyes lit up and he had a smile from ear to ear, but when he said when he met his soon to be wife he promised her if they got married he would never fly agin. You know he quit flying, sold his airplane and bought the local hardware store in town, got married and never sat in an airplane again. You could tell by talking to him he never lost the love for flying though. He would tell me with a smile he loved to land outside a town to give rides. As soon as he climbed out of his airplane with his flying clothes on all the girls would come running. As you can see he also was a handsome Italian. Wow, what a decision! I am going to matte and frame these two pictures and hang them in my den.
That is Joe in the middle. Does anybody know what kind of airplane that is? I am not sure.
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I also think I figured out the W&B issue. It was stupid and a failure to double check, I assumed my angle gauge was calibrated properly.. I was using a dial angle gauge with a magnet attatched to the lower tube of the door frame to determine if the airplane was level. Well just for giggles I decided to try it again today with a bubble level. Guess what, the dial gauge was 4 degrees off! This in turn caused the tail to sit 4 degrees low which is what caused the heavy tail.
TO ASSUME : MAKES AN ASS OUT OF YOU AND ME. I will know to double check my equipment next time.
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I replaced all the fuel line from the wing tank to the header tank. The original fuel line was in 7 pieces all rigged together. It is now 1 piece of clear tubing so I can see the fuel. I removed the fuel flow meter and the filter, the filter was the cause of the restriction.
If I put say, 5 gallons in the wing tank and open the header tank vent valve, I get no fuel flow. The only way I can get fuel flow to the header tanks is to open one of the fittings on the header tank and get a little suction going. Doesn't take much, then the fuel starts a flowin' and it doesn't stop. Is this normal. Doesn't seem like it should be. What happens when you run the wing tank dry so you stop and refuel, shouldn't the fuel flow into the header tanks on its own? I guess I probably could have put the gas cap on and blown into it a little
I spoke with a friend at a local machine shop, he's got his A&P and he was saying he would build me a fuel cell aluminum header tank. It would probably hold 7-9 gallons and replace the 2 plastic tanks I have. It would also eliminate all of that plumbing mess. Sounds like a good option when I get some money in the bank.
I also just got to thinking and I suppose with the vent line closed in flight the fuel pump will be able to draw the fuel out of the wing tank to the header tank.
This all seems simple, I don't understand why I'm struggling with it so much, haha. Sorry for all the questions. I guess I'm just a little freaked out after almost running my header tanks dry with fuel still in the wing!
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Diana smoot mt
Lots of 532 engines& parts
583 tuned pipe that will fit inside avid cowling,rough, some rust
Right speed wing with tank, left repairable
Snaps,252 923 5145
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About 1986 I bought Chris Henizs first set of floats,aprox 750 lbs,leaked like sives, used bath tub caulking,ask for cg location/ where c/g should be, he didn't know, figure it out for yourself, we'll I did!
I started building float, using his org design improving on it, for lazair550 lbsdis, mong 750 ,renegade1000,avid 1100 and many others on special order.
Pro seal to seal, false bulkheads,025 step,bulkheads etc
The new floats for avid 12'6 " bi 24" deep ( can really rotate of the step without dragging the tails)@ 36 lbs each.
I've found out that there is nothing like being over floated
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Mine has 2 bolts in it also. The 2 spring can still slide at the bend point. A custom 4X4 shop should be able to do the work also. My first set of springs were not even tempered. I think someone just went down to the local metal supply shop and grabbed some flat bar and bent them. The least little thump on the tail wheel would flatten the damn thing right out.. I ordered a set of springs from Airdale (in 08 or 09) and have only bent those when I hit a frozen snomachine track.. but that thump woulda bent ANYTHING I had back there! Make sure if you have it re-arched, that your geometry is good and the king pin is vertical or steering will suck at best..
There's something to be said about a sacrificial annode of sorts - it's easier to replace a bent TW spring then a bent section of fuselage in my humble opinion.
"keep the King Pin vertical". Oh yeah! In it's present state it won't swivel at all.
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if the tension on the flap handle is right, is there really a need to make notches and a locking mechanism? The only time I had issues with mine was when I only had a lock nut on it and it would loosen up. Since I put a castellated nut on it I have never had it loosen up.
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Mine has 2 bolts in it also. The 2 spring can still slide at the bend point. A custom 4X4 shop should be able to do the work also. My first set of springs were not even tempered. I think someone just went down to the local metal supply shop and grabbed some flat bar and bent them. The least little thump on the tail wheel would flatten the damn thing right out.. I ordered a set of springs from Airdale (in 08 or 09) and have only bent those when I hit a frozen snomachine track.. but that thump woulda bent ANYTHING I had back there! Make sure if you have it re-arched, that your geometry is good and the king pin is vertical or steering will suck at best..
Parts for sale
in Avid and Kitfox parts Suppliers
akflyer
Posted
Have your tried the 583 pipe on a 582?
Do you have any pictures of the mount or the wing? What spars are in the wing? (.065" or .083")