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New Englander

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Everything posted by New Englander

  1. Most all the IHC gas engines are same or similar:
  2. I would suspect ignition. Blowing up the muffler means the engine was pumping fuel/air mixture while coasting down then a random spark ignited it. Ignition on a tractor engine couldn't be simpler. First look and see if the points have closed up. The point gap should be .020 +/- or about the thickness of a match book cover. Look for obvious damage in the distributor - broken rotor, cracked cap, etc. Look for interrupted power to the coil - loose or broken wire coming from the ignition switch. It should be a steady 12 volts if no ballast resistor or about 6 if ballasted with 12 while cranking, I don't know how that particular tractor is equipped. Check for a bad coil wire. If it was running fine then started getting an intermittent spark, as evidenced by the after fire and split muffler it may be obvious what broke. Spark ignition requires the occasional tune up.
  3. As my wife says: People suck.
  4. If it sounds too good to be true............
  5. Many moons ago I had a MA class 2 license. As I recall it was any straight job. The way the rules were written the class of license applied to the vehicle driven so even though we could not drive a semi we could legally tow one! All changed now and I'm quite glad my career took a different turn.
  6. '57 is too far back for me and the rules certainly were less stringent. If flying for hire, such as sight seeing, pipeline patrol, fish spotting, etc., in a 182, one should have commercial privileges on their certificate. I had commercial single and multi engine ratings and took my Airline Transport Pilot ride in a multi engine jet, therefore I don't have ATP privileges in a single but as I wrote, I don't know of any operation where you'd need one. I do know guys who have ATP single engine because they took the check in a single but it's really useless.
  7. Maybe! I've had vehicles that were completed in November of the previous year from the model year. My Cessna was completed in December of 1977 but is a 1978 model year and so states. It's possible though that if the planned 22s are different from the 21s they will have to be identified as such. 1955 Chevy and GMC pickups were 1st and 2nd series when they changed mid year. Ford did it with the Mustang calling the cars produced in '64 as '65s but then change the car a bit IN '65 so the earlier cars became to be known as '64 1/2. I don't believe for a moment that any vehicles have been or will be scrapped.
  8. Sure. Pilot licenses go from private pilot - just passed to become a certified pilot allowed to carry passengers but not for hire. An instrument rating adds the ability to fly in the clouds and again, requires a test and demonstrating flying to a higher standard. A commercial pilot has to pass yet another test and demonstrate flying ability to a higher standard and can fly for hire. An Airline Transport Pilot has to be at least 23 years old, of good moral character, pass yet an even more difficult test and fly to the highest standard. (I think the good moral character thing may have been dropped since I got that certification decades ago.) Although there is such a thing as a single engine ATP there are no operations that require it, so there's no point in pursuing the rating. No single engine aircraft in commercial operations that I'm aware of requires a type rating either. As far as single engine operations under FAR Part 91, General Aviation, The FAA is quite lenient - Y'all be careful now, hear. A type rating requires specific knowledge of the type and a demonstration of flying to the highest standard in that type. Typically a type rating costs about -$35,000 on a late model, long range jet. All of my ratings have been paid for by my employers. Our training costs for our crews for 6 month recurrent, international procedures, general emergency training, water survival, etc, etc., runs about $60,000/year/pilot. The type ratings I hold entitle me to act as pilot in command in commercial operations of those types and sub-types. No type rating is required for Second In Command for domestic operations but recently ICAO has required a Second In Command type rating for international operations. It mostly a paperwork exercise and doesn't require anywhere near the training and cost for a PIC type rating but satisfies the Europeans. The same ratings apply to seaplanes. I do not hold a seaplane rating of any sort.
  9. Ha! I sure hope I don't look like Orville or Wilbur 😄
  10. You guys will love this: ICAO requires that pilots be proficient in English to fly internationally so even though this country, the UK, Ireland, etc., are all English speaking countries, we all had to have this "limitation" which really is an "unlimitation", no such word, applied to our certificates. Mindless bureaucracy.
  11. Paint isn't worn off the flights, couldn't have had too much use.
  12. In NH unless the land is posted it's open for hunters and other public uses. Fish and Game encourages hunters to ask permission. You can post it closed or by permission only if you like. Some years ago a hunter cautiously approached my wife asking if he could drive his pickup across our field to pickup a deer as he'd parked it on another road and walked through the woods. My wife said you're welcome to drive back there but it's unlikely you will get far. She drove a loader back with the kids on the fenders and hauled it back next to our shop. The guy had been quite sheepish until he found that one, she wasn't anti hunting, and two, she could drive a loader and haul a deer for him. The kids were due at some event so she left. When she got back later the loader bucket was washed out and the hose coiled up. Sometime later he brought some venison over. He'd given a pocket knife to my boy. Since I could be anywhere in the world I've always been happy the she's self sufficient like that. It sounds like in other states land is not open for hunting. NH State law releases the land owner from liability unless there's an unmarked hazard such as an old well or something similar that would not be noticed. If the land is posted then the hazard is considered marked.
  13. In the stock car races it was the Hudson. Hudson had a decent 6 with less power than Ford V8 but Hudson had a much lower CG and better suspension. It was a case of Ford running away on the straights and Hudson passing them on the curves.
  14. Hillman got it, I think - length. Streets are narrow and intersections tight. Perhaps overall length even on the highways.
  15. I came sooo close to buying one in a GMC pickup. I was based in Philly but living in Blue Bell. The '76 Ford 390 I was driving was getting maybe 7 commuting down the Schuylkill (Sure Kill) Expressway. Since gas was going up a nickle a week and diesel was way cheaper and steady I was specing a new GMC 1/2 ton. The salesman and I weren't getting along too well and the deal fell through when I wanted to up the tire size and he quoted a price to exchange them that was higher than I could buy 5 new Michelin, keep the take-offs and have a hundred left over. Boy, what a favor he did me by being an arrogant disagreeable prick.😁
  16. Yeah, except for warranty, which all of our vehicles are out of, NEVER!!!!!!!!
  17. Soy based insulation has been around for some years and rodents have been enjoying it too, but, at least some manufacturers have been treating that insulation to discourage munching. The thought that any manufacturer would be scrapping entire vehicles doesn't really make sense. Only certain parts of the wiring is susceptible and an inspect and repair program would make a lot more sense than scrapping. I truly suspect the source, if traced back, is possibly from a Facebook or similar post.
  18. Yep! You can't take it with you so drive what you want if you've got to spend a lot of time in it.
  19. Of course every situation is different. For you, even with the somewhat questionable engine, it pencils out, especially driving 35k a year. Will they give you another engine if you only get 80k out of that one? My comparison, the numbers I crunched, was closer to apples to apples I.E., a 6.0 gas to a Duramax or an equivalent Super Duty Ford 2500. The oil and fuel filter numbers for both are considerably different between the diesel and gas. Heck, the K2500 gas doesn't even have a changeable fuel filter, just a big one in the tank. Comparing an 8.1 to a small turbo diesel is apples to bananas. My buddy's Duramax starts ok after the glow plugs warm and only sounds like a mixer full of rocks for a short time and then is fairly quiet; it warms for heat a few miles down the road. He's also been back to the dealer for a new head, numerous injectors and other issues. A SBC just goes reliably. I can't justify two vehicles for me so my PU is also my commute to work truck but my commute is drive to the airport, come home a week or two later and drive home. That utilization really slews the numbers towards gas whilst the 35k you do tilts towards the diesel. A half ton just won't cut it for me even though I'm dragging too much truck most of the time, so, with all those factors, a diesel is not even close for me.
  20. That's been my observation as well. I WANTED a diesel, until I started running the numbers. It doesn't take too long to find that unless you need some outlandish tow capability over long distances and live somewhere they don't use salt to rot the thing up to the window sills diesel just doesn't pencil out. The convenience of jumping in, turning the key,and having heat a mile down the road, doing the oil change when the truck tells you it's time, never even having a changeable fuel filter, no DEF, no noise, etc., is hard to resist. EDIT: I've been talking about a heavier truck. This Dodge is really a good commuter that can carry some stuff and tow a light trailer. So it's apples/oranges.
  21. Some pretty impressive mileage figures being tossed around. EPA on that truck is 22/32, which is pretty impressive in itself. Internet is full of problems though.... It sounds like a good light duty/commuter but one that you may want a warranty on.
  22. I'm feeling lucky. Two years ago I found a '13 K2500 ext cab long bed with only 10,000 on the clock. Whoever bought it must have used it to haul the trash down the driveway, bed had a couple of scratches in it, that's all. I paid high book, about 26k, I think, and it was worth every penny as it was basically a new truck. It looks new still and only has 30,000 on it now. It has tow and plow packages that were never used. 6.0 won't drive past a gas station but with my utilization it doesn't matter. I penciled diesel 9 ways and gas just comes out on top, especially for convenience. I added factory fog lights, mostly because the plastic plugs looked stupid, a Rhino liner and Bushwhacker rail covers. Tows as well as the '04 it replaced that needed rockers and cab corners. I hate salt!
  23. I think that 2WD C10 was a 6100lb truck. That truck had a 2.73 rear end, hence the good mileage. I never towed anything heaver than a Bobcat and mostly commuted with it. I'd like to get better than the 12 or so my K2500 gives but I just don't drive it that much. Other than around town when I drive to work it's to Boston, get on an airline, and come home in a week or two, then drive home. To top it off, I get mileage pay to drive to work!
  24. 10,000 trailer is kinda pushing it on a half ton. I've done it but it may be time for more truck. I pull a 12,000 on a K2500 with no additional spring help and no sag with the stock 2 1/2" hitch. The factory brake controller beats any add-on I've ever used as well. Once you get into the 2500 and 3500 the frames and running gear are much heavier than the 1500. Of course the mileage goes down too. If only for occasional use I'd be inclined to go with airbags. When you get the heavier trailer you'll suddenly find heavier things to haul😁
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