Scudrunners

And a lucky penny.

Is that a crimp in a hard fuel (?) line, at the back?

I remember reading a Maule SI/SL/SB/whatever, instructing us
to put a metal plate below the front of the bottom cushion of
the front seat ... apparently some enthusiastic people reached
down for the seat adjustment lever, and pulled out the fuel line (?)

It's been a few decades, so you will have to excuse me on the details.

I’ll double check that line, But there shouldn’t be a fuel line anywhere near that area. It’s under the baggage compartment.

Im 97% sure it’s a plastic lined tube for the tail position light.

Did some more rides the other day, this time all pilots. A couple glider guys, a UL guy, and started working on a checkout for a fellow who just bought a Moth of his own. It’s always interesting to see pilots of different backgrounds trying to fly something new and this time around I have to say I was pretty impressed.

I guess the moral of the story here is to fly a bunch of different stuff.

fly a bunch of different stuff

Yes x1000

Flying different aircraft teaches you different flight control
responses, different sight pictures and different systems.

This is all money in the bank, when it comes to your pilot
abilities. Learning to fly new types quickly, precisely and
smoothly is a really valuable skill. A broken airplane is kind
of a new airplane :^)

People pay really big bucks for this at test pilot school, but
you can do it on your own. Sort of like going to your local
brothel with a wad of 100's and a bottle of blue pills.

Mike Potter, who owns Vintage Wings, is one of the few people
I have ever met that could jump into a Pitts with no dual and
be safe. And remember, he's no military/test pilot/professional
pilot/astronaut like all the other guys. He's just flown an awful
lot of weird old stuff.

Bob Hoover once checked himself out in a FW 190, holding a
pistol on the ground crew. Over 300 types flown. Hated by
bureaucrats ... The Best™

I remember a few years back, I think it was Paul Poberezny
that lined up 60 unique old warbirds at OSH, with the engines
warm ... Bob flew them all in ONE HOUR, literally jumping
from cockpit to cockpit!

I am sure checklists were used for each and every uneventful
flight.

Paul and Bob were both such nice old guys. I consider myself
really lucky to have met both of them. I actually didn't recognize
Paul when he picked my Dad and I up in the rain, walking back
to the North 40.

EAA Life Member 359766

Did a reverse ride tonight, up in a Luscombe as safety pilot/mentor/occasional rudder pedal stabber. Kind of surprised I fit in the thing, comfortably at that, and it was somehow really entertaining to look at that short little pug nose from inside the cockpit. Looks like I need to add it to the “if one ever comes along at a great price” list.

Two friends of mine - both really good instructors - have Luscombes and love them.

They do love to swap ends, but that's part of their charm.

PS. Read the POH. I seem to recall some slightly odd operational recommendation
about the Continental on takeoff, from many decades ago.

--EDIT-- Here ya go:

The Luscombe 8A has unique procedures.

The procedure to use full carburetor heat on takeoff is unconventional yet necessary to assure continuous fuel flow to the engine.

Also, the vented fuel cap must be installed with the vent opening facing forward into the prevailing air stream.

It is physically possible to install the fuel cap backwards; this condition will decrease fuel flow from the tank. The cap should have lettering indicating the forward direction. If the “Forward“ lettering is missing or obscured it should be renewed. During pre-flight inspection, while the cap is removed, it is advisable to check the vent function by blowing into the vent tube.

Stick & Rudder Skill, and Systems Knowledge.

Bill Whaley, longtime CFI at CYSH, taught me that in the 1980's. He's
been dead for many years now. He lived for aviation. TC hated him.

The Mennonite Mission in Red Lake had a modified Luscombe supporting some ridiculous HP, I think either 135 or 150 HP and on floats it would get up and go but it seems someone might have removed some of the required tail ballast and it ended up on it's back on just sticky snow on a packed runway when changed over to ski plane. I have always liked the luscombe, even being such a die hard cub person. I always thought the PA12 with flap kit and a 150 HP was as good as it got. Liked the wide rear seat and gave it that edge over the super cub.

Problem with all of those conversions that stick a big engine on
a little airplane, is that you always seem to end up with 45 minutes
of fuel.

Reminds me of the C340. Fill it up with gas and you're over gross
with two pilots.

Colonel wrote: Thu Jul 02, 2020 9:55 am The procedure to use full carburetor heat on takeoff is unconventional yet necessary to assure continuous fuel flow to the engine.

Well that’s an unexpected quirk. I wonder why that is.