Finally got to fly my new bird

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

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...

(Hankal) wrote in message ...
Ask me about my first annual some day, when you're feeling especially cocky
about owning your own airplane...

Do not ask me about my first annual. I still suffer anger pains.
The bill was $14,385.00 afetr the plane was taken apart for the pre buy
inspection.

What was wrong with it ? I know, you said don't ask about it, but
might be enlightening for the group... Frankly that is a staggering
number for a 172, unless some major engine or structural repair work
was involved ?

Martin

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"

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"

"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).

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

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/

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
email
http://www.andraka.com

"They that give up essential liberty to obtain a little
temporary safety deserve neither liberty nor safety."
-Benjamin Franklin, 1759

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