Cyril Gibb

That change sounds like more potential for conflict in the circuit with more directions that another aircraft may appear from... direct, overhead, 45 .... In particular as mentioned above, the mid-downwind guy is in a box determining priority. Not trying to pick a fight, but I prefer the rules here in Canada for uncontrolled airports. Flying pattern altitude midfield to enter the mid-downwind is the default circuit join. The straight in to a downwind entry is only allowed if there’s no conflicting traffic. Specifically, aircraft doing a mid-downwind entry has the right of way. Aircraft doing circuits only have one place to look for conflicts (overhead the airport midway over the runway). Aircraft arriving overhead to do a mid-downwind also have only one place to look (aircraft on the downwind).

How would an electric fuel pump problem cause an engine failure? Did your mechanical pump and electrical pump fail simultaneously? That sounds implausable.

450F is well into the damaging temperature range. As mentioned above, check the baffling, etc. Keeping temperature down in the climb can also be helped by moving peak cylinder pressure to later in the power stroke. Two ways to do that are: 1) keep your rpm high and 2) slow the mixture burn speed by keeping the mixture rich (and verify that the enrichment circuit is operating). Try WOT and 2700.

I'd fly through the US if you can. The fuel is much much less expensive, especially for such long trip. One note for Canadians using self serve in the US: US postal codes are 5 digits. Ours are letter digit times 3 eg. A1B2C3. When a US self serve pump asks for a postal code, use the 3 digits from our postal code and 2 zeroes. eg. 12300. Usually works at gas stations also if you're stuck with driving. However, it didn't work last week in one of our favourite stops in Knoxville (KDKX). Don't get a tank too close to empty unless there's also full serve or someone there that can punch in the charge at a regular credit card terminal.

If you don't use the travel boards, how do you ensure that the flight surfaces and travel limitations are within spec? I can understand tweaking within those limits, but if you subsequently go beyond that, wouldn't you be out of the type certificate specs?

I looked at the Uber video carefully. The first visual appearance of the woman was her shoes when the car was about 100 feet away, confirmed because that's about the pavement range of typical low beams. Stopping distance from 40 mph should be about 80 feet plus reaction time. A human driver unless they swerved would have hit her. But most experienced drivers automatically swerve to avoid a collision and would have done so here. Attention and reflexes would be the coin toss. However, Lidar should have seen her much earlier and should have stopped in plenty of time. Even some existing production automatic colision avoidance systems would have hit the brakes. We'll see what the telemetry says. Did the car even slow down?

We had some trace mixed icing a week ago leaving Kitchener. No precipitation on the ground, but cloud bases 1000 tops 6000. Icing began climbing through 4000 at about -10C which was unexpected. We got on top quickly, but the ice remained until landing for customs in Ohio. One thing I noted (based on the water dripping off), was the tail had apparently more accumulation than the wings. Something to watch more closely in the future.

Probably slathered the doorframe with Vaseline and threw in a big bag of brownies.

So it’s highly likely that 13 bones that were found 80 years ago and are (Unfortunately) now lost so they can’t be examined belong to Earhart? "Until definitive evidence is presented that the remains are not those of Amelia Earhart," Dr Jantz writes in the paper, "the most convincing argument is that they are hers” I find it amazing and discouraging to read the twaddle that gets peer reviewed and published these days.

Ron has done work on my engine also. VERY detail oriented... And a bit of a perfectionist.

is that safety wire on backwards?

All GA aircraft, not just US registered. I have a customs sticker too.

We visit the US several times a year. Super friendly people make us feel welcome wherever we go. I particularly love Tennessee. However, your homeland security drives me crazy. When we land to check in with customs (always friendly, by the way) they first check the plane over with a geiger counter. Good grief. If anyone wants to attack the US with a nuclear device, why would they: 1) order a customs sticker, 2) arrange a customs meeting in advance at a specific airport at a specific time, 3) file an eAPIs in advance and wait for an approval, 4) file a flight plan, 5) maintain contact with air traffic control while crossing the border? Those are the requirements. I long for the days when we could just file a flight plan with “adcus” (advise customs) in the comments.... sigh

O.K. (I guess) I'm just trying to help make sure you're getting what you think you're getting. To verify, I'd ask GAMA if the 2 year Lycoming engine warranty for zero timed engines applies.

I thought that only a manufacturer or a shop approved by the manufacturer could zero time an engine. Do you mean a field overhaul with a 0 SMOH and a continuing service record, or 0 SMOH and a 0 hours service record? Not implying that a field overhaul done correctly is any less reliable than the factory, but the price should reflect the difference.

In this age of political and social polarization, it’s heartwarming to hear the “hands across the border” willingness to help out Canadians with our unfortunate situation, Thanks for your generosity.

As a public service to all those owners with capacitive fuel sensors, I am willing to take the quarantined fuel for use in my float sensor equipped plane. Just to show how generous I am to help out, I won't charge the fuel companies to accept the flawed product. I'll accept the fuel "as is" for no additional disposal fee.

Good video, BUT.... the advantages of LOP were well known in the 1930’s and 1940’s. Almost 90 years ago ! I was taught LOP when I got my licence in the 1970’s. Why on earth is it still a contentious issue in the 21st century ?

For an M20 that has 4 senders currently, is it legal to install only the inboard senders? That doesn't sound correct, although in practice it wouldn't matter as long as the last 1/2 tank quantities were known accurately.

I can't see an annual inspection not doing a complete runup including mags/mixture/etc. Gladys just came out of this years annual. At Clarences shop a pre and post annual runup is done. It's also included in the Mooney Annual/100 hour inspection guide: http://67m20e.com/Mooney 100 Hour Annual.pdf

My 75F has relays

Perhaps underinflation causes more sidewall flex to scuff the tube making granules?? Heated rubber hardening? Each to his own, but I overinflate about 10% (30->33 and 49->54) and check at least once a month or sooner if the temperature drops significantly. I know that I wear out the centre of the tread prematurely by maybe 5% or so. However, 5% of a set of 3 tires once every 4-5 years is maybe $500 x 5% = $25. That's waaaay less than even 1 unexpected flat repair, let alone the aggravation.

I have 9 years on my Concorde battery and never used a battery minder. No problems even in an unheated hangar during Canadian winters. Has anyone with battery issues ever tested for some parasitic load?

My F POH preflight says to pull the sump drain selecting both the left and right tanks for 5 secs each. Then sump the 2 wing tanks. I’ve always worried that a slug of water in a tank would be drawn part way into the lines by sumping the selector first, so I wouldn’t see it there and then it also wouldn’t be visible when I sumped the tanks. So I sump the tanks first and then the selector. Mind you, I’ve never found even a drop of water... yet.

It’s worth a premium to go somewhere that resolves issues quickly and correctly. Unfortunately, hourly rates don’t always relate to the quality of service. How is it possible to know that when you are AOG away from home? Gladys goes in for her annual this month. It probably wasn’t a good tactical move to tell Clarence a few weeks ago that he should bump up his hourly rates. Timing is everything.