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Dan,  I just realized that only one of the picture I tried to send you attached.  Also, I should have removed the triangle shape inspection plate to allow viewing of the pitot tube attachment.  On my first Cadet the pitot tube were attached to the center of the inspection plate.  This on appears to attached to the wing rib.  I will take more picture and try sending them again.   Tim

Dan,  I will take some pictures of my wing this weekend and send them to you.  Tim

I completed the installation of the new landing gear links this weekend.  Attached is a picture, they work very well with no clearance issues.  In order to determine the side to side play of the strut with the gear extended and the lock pins in place I disconnected the push tube to the lock pin bell-crank. Using the horizontal centerline at the end of the axle as the reference measured 1/8th of an inch side to side of play.  This seems to work very well on my installation.  By moving the gear leg slightly and manipulating the lock pin with my hand I could feel the correct position for the gear leg making it easy to adjust the landing gear push tube to the correct length.  Remember that this is all done on the right side with the left disconnected.  Once the right side was working correctly I readjusted the gear box stop screw and completed the assembly of the left side.  The gear now works very smoothly and with the gear extended while on the jacks the lock pins slip into place using the gear selector lever without any effort at all.  I might mention that previous to this incident the gear had work fine for 150 hours.  I have not determined what might have caused the old link to bend.  We have gear doors installed and I suspect that the additional stress caused by the doors resulted in the links giving a little over time until the right side reached a point that it deflected enough to create a larger bend.  Once this happened the lock pin would be misaligned and would malfunctioned.  I expect that the new links because of the added stiffness will resolve this issue.

Dan,  I am in the middle of repairing/adjusting the gear on my daughter Cadet after a close call a couple of weeks ago.  Fortunately the pilot was persistent in getting the gear selector to engage and was able to engage the lock pins, landing without mishap.  Investigating I discovered that the left push tube was bend slightly where the threaded link exits the tube. I am replacing the links and installing rod ends.  I believe that had the holes in the top of the gear legs not been slightly elongated horizontally the pins would not have engaged.  I will measure the bore of the holes tonight.  I will also try and measure the amount of side to side play in my gear.   Tim

I was noticing that my Franklin powered Cadet seem to be down on power.  I had Champion REM 38s installed with 160 hours on them.  Mogas for fuel.  After checking mag timing and verifying that the throttle was opening all the way I changed plug to C10 S.  The power is back and the engine is running smoother.  I would like to hear if anyone has any opinions as to the expected life expectancy of sparkplugs in the Franklin engine.   Thanks, Tim

Bill,  the serial number on the wings of my plane were stamped on the end of the main spar.

Thanks for the input Joe.  Does your installation include an oil filter and/or oil cooler?  I have both on my engine and we are beginning to suspect that pressure is reading low because the oil pressure gauge pick up port where the oil returns to the engine is down stream of both. 

Bill,  you may remember that Mark Penner is looking for the elevator trim mechanism for his project.   Tim