Tinkicker

Took the 175 out of conservatory, fired her up and let her warm through. My she sounds lovely. I hate the idea of parting with her. I also hate selling stuff. No nibbles yet though. I am well aware that she is VERY expensive compared to most 175s but unique and pretty much a brand new 1979 bike. Despite over 1200 views and a few comments from people wishing they had the money, nothing has turned into a offer. 29 watchers, but watchers are immaterial. Dunno why fleabay bothers recording those. There has been a flurry of tidy 175s appeared since I put mine up, all around £500 to £1000 or so less, albeit not quite to the same standard, and after a week, I am starting to see emails from ebay telling me they are now open to offers as they thought I knew something they didn't and tried to sell at an inflated price. Nope, I had a price in my head that would persuade me to part with it at a small loss and less than its valuation, nothing more. I will allow the ad to run the full month at full price then keep it. Seems nothing over £3500 is getting any real interest. I guess with the state of the economy, no one is really up to parting with large amounts of cash on a 1970s motorcycle. Even 250/ 350LCs seem to have hit the stops.

A note of warning. You got away with it once. In future be very very careful. There is a lesson in here somewhere. Amazon is NOT a place to buy sparkplugs.

A quick throwaway muse: One may wonder just how accurate cities ect are depicted in the sim.. A quick flight over Leeds and Elland Road. Real Life pic of fans walking towards Elland road: Same area in the sim from 1600ft. Same path through the park. Same houses to the left, same structures and football pitches to the right. Same horse painted on the stadium. Clickonit.

And coming in over downtown Montreal. Dunno what that structure is but it looked very odd. Guessing it is some sort of sports stadium. Winter Olympics maybe? In the pattern at Montreal Trudeau international. And down finally at Trudeau International GA ramp. Time flown 4 hours 10 minutes thanks to a very strong tailwind.

Less than 100 miles left to run and the weather has cleared up nicely, the wilderness has given way to farmland and I am still following the St Lawrence. Just started picking up ATC transmissions from Montreal. Hungry again, I look in my flight bag. Hmm tin of cold baked beans or tin of cold rice pudding? Since the chances of dropping both down the front of my white uniform shirt are very great, I elect to wait until I get to my hotel. Sunshine and farmland. Lovely day to fly.

It is now 7am local time and I have the hunger pangs. I paw through my flight bag looking for my in flight breakfast. Sorted. A bag of Quavers, a bag of minstrels and all washed down with a swig or two of Fanta Orange. Food of the gods (and impoverished ferry pilots). Just over 500 miles and a tad over 2.5 hours to run, we are at 10,500ft and the cloud remains broken and steadily improving towards scattered. We have also picked up a very useful 30mph tailwind which makes our SOG close to 200mph. Far better than expected. And 30 odd minutes later we are crossing Quebec and are skirting the northern side of the mighty St Lawrence River. We are finally seeing civilisation. I believe the city below may be Clarke City.

Out to the aircraft, swept off the light dusting of snow and set up the nav for Montreal. Off we jolly well go then. As reported, low cloud at 2500ft with rain and sleet showers. Looking up I can see they a re broken and can catch an occasional glimpse of blue sky. So up I go through the cloud. We immediately start picking up ice. Not too concerned as long as we can maintain a decent climb rate. I watch the instruments closely. I see the airspeed dropping off rapidly to zero, yet the climb speed and pitch angle are constant. Something is wrong.. I look around the cabin and see the pitot heat circuit breaker is popped. OK, reset it and and wait for the dial to come alive again. In the meantime I have the GPS groundspeed as a fairly reliable guide. As long as it maintains 130 kts I am good. We pop out the top of the clouds at 5500ft and I elect to continue. The ice we picked up should slowly sublime as we continue and the all important speed over ground should increase as it clears. We pop out the tops with a clear ice coating on the airframe and cockpit windows and a slowly recovering ASI. Everything is looking good. 20 mins later, all trace of the ice has vanished, even though it is minus 15C outside.

I open a bleary eye. Where am I, have I left Iceland yet? 10 seconds or so and I conclude I am in Goose Bay., Newfoundland. Phew. I am never going to touch a drop of Molson ever again. It appears I have slept the clock around and I still feel crap. Out with the tablet from the bedside cabinet where it is charging. I drop it, pick it up from the floor and fearfully examine the the charge lead and port. Has it damaged it? Nope it looks fine. I get up the weather for St Johns. Garbage, visibility less than 6000ft in light snow and mist. No go. I get the weather for Montreal. Far more promising. I will get the general enroute weather after breakfast. Not looking forward to a 800 mile flight though. Enroute weather not good. Overcast with light snow showers. Ceiling 2500ft. Temp 1.6C, so that means below freezing above 2000ft. If I can get above the clouds it may be doable. I will give it a try, staying close to Goose Bay till I reach the tops. If not, back to Goose.

Confucius say man with shiny pipe has sore fingers.

I find the best protection to be had from a pair of boots is to always ride in a manner that ensures you do not need to put them to the test. As an ex elfin safety manager I can tell you that in the heirarchy of safety the top measure is remove the risk. The bottom of the list is PPE.

Well here I am, sat warming up the aircraft at Goose Bay. I am going through my options. First destination. St Johns International, Newfoundland, some 460 nm away. I get the latest METAR. Socked in. Not going to get in there. Low overcast, 400ft, dewpoint 6C, temp 6C. The chance of flash forming fog is very high. With no close diversion airfields nearby, out of the question. Next is Montreal. Just shy of 800 miles away. It is one thing spending six hours flying with crap weather outside, but spending another six or seven hours flying on a sunny Easter Sunday afternoon will see the missus sneaking up behind me and cracking me round the back of the head with a frying pan. So Montreal is out. Talking of fog, we have had a light dusting of snow overnight at Goose Bay and have a fog layer from ground level to 2000ft. There have been reports of clear air icing also, so that means it is a no go today. I am going to find a bar in downtown Happy Valley, the local town (Pop 8100 souls) and pass the day sampling the local beers. I hear Molson on draught is very presentable. Have a postcard.

And on the ramp at Goose Bay. I made it across the Atlantic. There were many times when I expected to die, but just got away with it. If the icing conditions went right to sea level, that would have been a sudden end to the story and no one would know why. I don't know whether single engine ferry pilots crossing the Atlantic are brave or exceedingly stupid. Three per year die in the attempt. Heading south now, the weather will be getting steadily warmer. Time for a much needed beer after 6 hours in the air.

And we are over Newfoundland. I have been flying across it for a good half hour (80 miles or so) and have yet to see a single house or even a road. Huge and empty place.

A couple of hundred miles in and the cloud became a serious concern. Severe airframe icing forced me right down to 500ft above the ocean, where I languished in heavy sleet showers and turbulence. Ice dropped my airspeed down to 130kts and I was seriously getting ready for sending out a mayday call, hoping that a nearby airliner might pick it up. Far out of range of land based stations. As I was pondering my next move, wondering if I should turn back or continue, the cloud started to break up. I found myself in broken cloud and scattered banks of freezing fog. I found if I stayed below 2500ft, the ice from the fog when flying through one of the banks had time to melt before I hit the next bank. I am now just past the halfway point, no land for 300 miles in any direction and well out of range of search and rescue helicopters. If anything untowards happens at this point, the adventure will end abruptly. I just switched over from the tip tanks to the mains and we continue on. It feels very lonely out here... Nothing but freezing fog and water for 300 miles.

Bit chilly out here, especially after doing a thorough pre flight inspection with a 35kt wind blowing. Otherwise a lovely sunny day. Time to get ready to start the engine and get out of here. Engine running and waiting for the oil temp to rise, I input my route into the nav system. CBB4 Davis Inlet, Newfoundland is where I make landfall, then head south to CYYR Goose Bay Airport to hole up for the night. Davis Inlet, a distance of 585nm and Goose a further 150 miles or so. OK, I have plenty of fuel to make the trip. I pull up the METAR for Goose on my tablet: Looking good. I should expect to land on runway 24 on arrival. Time to leave. I have a bit of a choice to make. Most takeoffs from Narsarsuaq are west towards the Fjord as high mountains surround the airfield to the East, North and South. However with the 35kt headwind blowing straight down the runway from the East means that my ground speed at takeoff will be around 30mph and my angle of climb very steep, almost like riding an elevator. I elect to takeoff towards the mountains, I should have climbed to a safe level and be able to turn on course, well before I reach the end of the runway. No drama at all during the takeoff, indeed it was a very fast climb and well before the runway end, I was at 2000ft and able to make my turn with plenty of room. Leaving Greenland behind, 580 miles to run to next landfall. 50 miles further and the clouds started building, I plunged through one and immediately the icing started on the windshield. The Comanche cannot carry enough ice to fill a shot glass, so I had to descend from 8000ft to 4000ft before I encountered warmer air than the -10C at 8000ft. The ice gradually melted and we proceed westwards.

Concur with fender. As the problem started after the petrol station fill up. It is logical to start with fuel issues.

The weather remained fairly benign and the crossing continued without incident. Well almost.. I took the opportunity to cheat a little. About an hour into the water crossing it appeared that the sim had partly crashed. Did not notice on autopilot, it was only when taking manual control to avoid a nasty looking cloud that I realised that the sim was no longer recognising my controls. Neither stick, throttles or rudder pedals would work. The only thing to do was to restart the PC and the sim. Sim back up and running, I took the opportunity to reappear around 100 miles from the Greenland coast saving myself 300 miles and a couple of hours of boring ocean crossing. What a cheat. Coasting in over Greenland. Narsarsuaq is located at the end of a Fjord and it must have been quite a job for a 20 year old B17 Skipper and his 19 year old navigator to decide which fjord was the right one, using only paper maps. Getting it wrong was certain death. The only surety was a wrecked ship about 10 miles down the fjord, if they saw that, they could breathe a sigh of relief. Approaching the fjord with modern nav gear is a breeze. We descend to 1000ft to see if we can spot the freighter. It must have disintegrated in the years after WW2. We saw nothing. Edit: I just did a little research and found this post on a PPrune thread regarding the shipwreck: I know some of the facts about the wreck, and somewhere I have a book which, as far as I remember, have the rest of the facts (I just can't find it right now!). The freighter was hauling cryolite from the mine at Ivigtut (about 70 NM west of Narssarssuaq) to the USA. As I remember it, it was heading for Narssarssuaq to join a convoy when it hit one of the two submerged rocks next to the mountain called "the Iron" (for ironing clothes). This happened during the war in either 1942 or 1943. It just happened to sit solidly enough that it could be emptied of its cargo, which was needed in USA for the manufacturing of aluminium, and to stay there until some years ago. When it disappeared, I do not know, but when I was there in '95, it had gone. I was on the wreck itself in '71 or '72. If and when I find the book, I'll relay the missing facts, unless somebody beats me to it. How are things at the 7 islands? Regards LIN The end of the Fjord is still frozen but we commence our approach to Narsarsuaq in a stiff crosswind. I am actually heading straight for the runway, crabbing crazily to counter the crosswind. I will kick off the crab with a good boot of left rudder just before the wheels touch tarmac. The format of the pic is different because it is taken from the right eye of my headset, I could not let off the controls for a second. And safely down at Narsarsuaq. Time for a Good Friday beer. Next leg is across the Labrador Sea to Newfoundlland.

Ah there you are. Skulking around in corners. Trying to avoid me eh? On that you can bet James. Been avoiding you all morning. Tough. I have a ticket here for a Icelandair flight to Reykjavik for a week hence. The poor old Comanche you broke is now once again in tip top shape and ready to ferry to Florida. For Gods sake do try not to break it again. So here I am, sat in the aircraft that tried its best to kill me at Christmas. I start her up and run through all her systems while waiting for the engine oil tamp gauge to show some satisfaction. I look through the tech log: Brand new engine with 0.76 hrs test running. Brand new prop Ditto. New gear doors. New mid wing skin under panels. New fuel bladders. New portside tip tank. Hmm, not bad, did a decent job of not destroying her. She checks out just fine, after a long hard preflight, I resign myself to a long overwater crossing. 9000ft above some very cold water and around 600 miles to go to Narsarsuaq Greenland.

After a lifetime of observation, if you are organising an event that is reliant on good sunny weather.... Always hold it the weekend BEFORE a bank holiday.... Just checked the met office forecast for easter and its changed from sunny periods through easter as forecast yesterday, albeit a little colder, and overnight the forecast has now changed to cloud and rain throughout easter. Just great.

Dunno how simple air bubbles felt "gritty". As in your earlier post. Something does not not stack up here. Are you lifting my leg?

Plug laid next to plug hole is my theory. As an apprentice I took my mentors eyebrows off doing just that. Ford crossflow in an escort van. I asked him to see if there was a spark. He leaned in very close to see the plug just as I spun the motor over. Apparently cylinder one took his right eyebrow and cylinder two took his left one. Good job he wore glasses or I'd have had his eyelashes too.

Dunno how many times it has to be said to register. Walk away.

Check the key on the flywheel has not sheared...

Finally did it. Put the 175 up for sale.

Shakedown ride #2. Same route and same conditions as previously. Only difference was I absolutely caned it through the gears down a quiet,1.5 mile long straight with no turnoffs close to the village, one ear listening for backfiring if the new pump could not keep up with max engine demand. Of course MLud, I never exceeded the posted 60 mph limit. Whistle innocently.... Then parked up in exactly the same place as before, engine idling as before and took a pic. Two differences in this pic. 1. She is wearing her seat cowl this time out. 2. No puddles of fuel under the bike which is quite a novel experience so far this year. The seat cowl is not the best Honda design ever. It is held in place by two screws and if you need to get under the seat, the two screws have to be undone, then the seat unlocked and removed.. The toolkit lives under the seat... A great catch 22. You need the tookit to remove the seat, but you cannot get to it... I carry a large plate washer in my jacket pocket to undo the seat screws. Of course, since honda in their wisdom did not fit carb float bowl overflows, if they do overflow due to a bad fuel needle valve, the fuel drops straight down the carb mouths and fills the cylinders and sump with raw fuel when the bike is stood a long time. To prevent this possible occurence, you have to switch the fuel off at the fuel tap if the bike is not going to be used all week. The fuel valve is right underneath the tank and the only way to access it without removing the bodywork is via removing the seat and using a very long screwdriver on the tap lever screw. Again a pain if the seat cowl is fitted, although it is only a two minute job. Another silly honda oversight. If only they fitted a vacuum operated fuel tap... Seat cowl fitted and no puddle of fuel. Both novel ideas this ride out. As for the rest of ride. Absolutely superb. I can well understand why I knew I made a big mistake when trading my original one in for a Blackbird. Perfect. Not many people realise that Honda lost £100 for every VFR750 sold. They could not charge the punter enough to cover the manufacturing costs and still maintain enough sales to make the project viable. The entire VFR project was a face saving exercise after the VF series camshaft and camchain debacle in the 80s.