DXB

Based on prehistoric cave paintings at Lycoming, it's the correct case!! My old one is getting fully rehabbed at DIVCO and be on the market at some point with an 8130 early next year....

Um... that's awesome. Probably not a full replacement for Garmin - In Reach, but it still gives me pleasure not to pay Garmin for one more subscription. I'll stick to my PLB and this for now...

I thought an A at the end of S/N meant wide deck - the case I'm looking at is from a '65 and has a wide deck.

Are the Lycoming O-360-A1D wide deck engine cases on early M20Cs (specifically '65 and '68) interchangeable? I am trying to source a case unexpectedly in the middle of my overhaul. The engine S/Ns in question are L-9102-36A and L-11216-36A. I called Lycoming - they said they had to dig into microfiche records (!) to check, and they haven't gotten back to me. As a member of gen X, I suspect I am among the last humans born to have a clue what microfiche is

Chilling story. Was it Hani Hanjour by any chance? He was the only one of the 4 pilot-trained hijackers who trained in AZ. He flew AA77 a 757-200 into the pentagon. He also had 737 sim time. Or it might have been an accomplice or associate of his who is still alive and potentially traceable, so it may still be worth reporting formally.

DM your email - not sure how to upload here

Here's one I made a while back - I keep meaning to laminate it and put it on the prop. Usually I just refuse to let them tow it these days and insist on taxiing it to the tiedown and securing it myself.

Rarely is the SOS box itself truly the problem; it's not hard to replace if it is...though mounted in an awkward location on cabin side of the firewall. I think what Ross is referring to is that you can crank it forever in start position and then it only fires immediately you give up and move it back to both position. That could be a dead SOS box, it also could be a problem with the left mag. If you turn key to both without pushing in to engage the starter, you can hear the SOS buzz and likely that's fine. If you don't hear the buzz its the SOS box, its connection to the battery, or its connection to the ignition switch. Surefly mags are great but you want to diagnose the problem first. Here's a troubleshooting guide from Don Maxwell for the SOS system, which is a great system overall. https://www.donmaxwell.com/shower-of-sparks

Though satirical, you highlight the overall point of how best to meet the related goals of (1) being courteous, (2) enhancing safety, and (3) covering your butt. The AIM-codified best practices goes a long way toward all three but gets a little silly in some situations and may not go far enough in a few. At the same time, trying too hard to go above and beyond clogs up the freq. with people who just enjoy the sound of their own voice. Saying you've vacated the runway in some form is one of those situations where going above and beyond just make sense to help meet those goals. Also if you're not talking at all in the pattern (and you're not a J3 cub at your own private field) one can reasonably assume you're an a-hole who was too busy meowing on guard.

If a G model, it will be O-360-A1D with shower of sparks (unless left mag converted to electronic ignition - eg Surefly) Be careful not to flood - more than 6 or 7 total throttle pumps will pour out onto your front tire and create fire hazard . If that happens clean it up and walk away for 30 minutes to let fuel vaporize, then use flooded procedure in POH If its suddenly cold for first time where you are that's probably the reason - use ~3-4 pumps before cranking and one or two while you crank, or preheat - that helps enormously! Don't keep pumping if its not working though.... Go easy on the starter - it's easy to fry it, dont crank for more than 15 sec or so. Further troubleshoot is basic fuel/compression/spark/timing consideration; formal lycoming guide helps https://www.lycoming.com/sites/default/files/attachments/SSP-475.pdf Ross probably has some more focused tricks distilled from procedures in document, as will most any A&P. I've been in this situation several times - the most interesting one was caused by a loose contact on the ignition switch after getting avionics work done

So that point is totally rational and makes a strong case for stating the runway you've just vacated at any field with multiple runways - a different argument from saying that people might somehow think you're declaring all runways clear and available to landing traffic by saying "Cessna XX is clear all runways." Then the question comes up should you say "Cessna XX clear 01" if that was the end you landed on or say "Cessna XX clear 01/19". I'm not sure it matters much though it might prevent someone from screwing up the mental math of adding 18 if they were thinking about using 19. I suppose "Cessna XX is clear of the runway" is still equally useful to stating the number at a field with one runway? I'm not sure...

I fear you're about to get slammed with a lot of doghouse fabrication requests (don't worry you're safe from me - I'm not quite ready to cross the Rockies to get mine fixed ). My engine is out for overhaul at the moment, and the guy doing the removal / reinstall on the field seems to be open to doing some sheet metal work - fingers crossed and wallet open. I even bought a doghouse from the same year C with most parts in good shape, so it should be minimal fabrication.

Sorry to keep pulverizing this particular horse carcass, but that's what the internet is for since no one puts up with me in real life To avert any ambiguity, I've not been saying "clear of all runways." I've been saying "MOONEY is clear of all runways" specifically at a field with multiple runways because it doesn't demand the listener to have been keeping track of what runway I was using - it just says I'm no factor for anywhere you might want to take off or land. At a field with one runway, I say "Mooney is clear of the runway." By your logic, the latter would be prone to the same confusion potential as the former - i.e. suggesting I'm declaring the one runway is clear, even though once I turn off, someone could have already have entered either side and I've stopped watching. I personally hate hearing "XXXX is clear of the active" for the reasons outlined by others above, so I don't use it. I suppose given dislike for my preferred options as well, I'll just start saying "Mooney's clear of 01/19" or similar going forward. I could also say nothing since it seems like all of this is nonstandard, but I generally find it helpful when others announce exiting the runway so I'd like to do the same.

still makes zero sense to me - i am only reporting my own position and i dont see how it could be construed otherwise. Here “Mooney’s clear all runways” is elegant shorthand for “Mooney has exited 01/19 and has not turned onto 10/28 in the process in case anyone is using that one”. If I had turned onto another runway in the process its my obligation to say so. There is no situation where reporting your own position leads to inference of anyone else’s at nontowered field so I fail to see why it would here.

"Mooney's clear all runways" NOT "clear all runways" How is that ambiguous?

Juggling the demands of multiple spouses and the overall complexity of his domestic life might leave him on the brink of insanity, making him particularly reliant on his Mooney outings for his emotional health. That might both cloud his judgement and make potential seizure of the aircraft even more devastating.

Interesting - those are pretty juicy background details about the individual that I wasn't able to figure out, but they might be irrelevant to the circumstances here. I've certainly landed at desolate private strip previously based on a phone call alone, but I'd never leave my plane there unsecured for any amount of time - obviously poor judgement. Regardless, the video is a good reminder to tread very carefully when landing on private strips. The complex jurisdiction issues related to landing on tribal land certainly don't help.

Super interesting topic I know nothing about. My brief internet “research” suggests that, in broad general terms, federal criminal laws mostly apply but civil ones mostly do not. State laws generally do not apply. They pay most federal taxes but are largely exempt from state taxes. However they have the right to vote in both state and federal elections. However, their voting power in state elections is limited by not having representatives in their legislatures (except in Maine). And they of course don’t get their own congressional representation like real states. So they are not really states and not really sovereign nations - hard to find a parallel for them. They do have a striking degree of sovereignty and thus appropriately a limited voice in state and federal government. It also becomes a big mess sorting out jurisdiction when tribal vs nontribal members commit crimes or have civil disputes on each others lands - this seems particularly problematic in Oklahoma, which is majority tribal land. More on topic, I wonder if he could find a federal criminal law that they violated in order to help make this all go away….

Last chance! Bid before Sept. 4 on Dan Gryder's beautiful DC-3, which is up for auction, I suspect as a consequence of his debts including the defamation civil judgement against him. Hopefully the buyer won't have too much trouble removing his stench and the livery advertising his scam "animal rescue." https://www.proxibid.com/Your-Chance-to-Own-a-Unique-Piece-of-History-1938-Douglas-DC-3A-Aircraft-N143D/lotInformation/86560545

Wow! This articulate and earnest-sounding guy flies an M20E and documents his outdoors adventures on YouTube. He shares a rivetingly bizarre recent account of having his plane seized at a private strip on tribal lands near the Grand Canyon after getting advance permission to land there. Granted it only tells one side, but the chilling story sounds like something that would happen in Central America, not inside US borders. I made a mental note never to land at a private strip for any reason inside tribal lands.

Nope - false equivalency! The runway you are using is obviously relevant to others while you're still in the air before landing or when you are about to depart - so that info is important to convey despite the chance of mis-speaking or being misheard. After you've landed and exited, simply saying you're "clear of the runway" or "clear of all runways" depending on the field avoids any chance of mis-speaking or misinterpretation, while also conveying more information without extra breath. Specifically it declares that you are now no longer factor for all takeoff and landing operations considering your position, irrespective of runway. Hopefully both you and the FAA will embrace my guidance on this critical matter, and next edition of the AIM will contain this revision

If you're not on any runway, then which one you're not on is irrelevant. Thus omitting the information related to the one you landed reduces chances for confusion and error on part of both the speaker and the listener.

Hmm - maybe "Mooney's clear of all runways"

Or "clear all runways" at fields with multiple

Interesting discussion. These days I try to behave to some degree by AIM guidance but more so by what I myself find useful and courteous from others. My related two cents: (1) I say "clear all runways" after landing because I find it useful when others do similar. Entering and exiting a runway generally seems worthy of announcement to any other traffic that may be landing or waiting to depart. I only mention runway number when departing or when crossing a runway during taxi. Saying "the active" seems unhelpful. (2) Despite what the AIM says, I think announcing tail numbers on CTAF is mostly useless; by contrast, I find knowing the general aircraft characteristics useful (e.g. Citation vs. Mooney vs. 172 vs. Cub) so I always announce that. If there are multiple aircrafts of the same type around, one might use additional identifiers e.g. "second Mooney," "blue and white Mooney," or "10mi straight in Cirrus Prick" . At a busy nontowered field, I want to hear something that's easier to keep straight than a full tail number! (3) My first call when approaching a desolate, radio-silent field where I'm lined up with the runway is something like " Blah Blah traffic, Mooney 10 mi east, landing straight in rwy 27 IF there's no one's near the pattern at Blah Blah" I'm not asking anyone to make additional calls specifically on my behalf (like the despicable "traffic in the area please advise" ) , but if there's someone in the pattern not making position reports, it's a nudge to start so I can consider a standard pattern entry (4) @midlifeflyer's responses to "any traffic in the area" (It’s bumper to. bumper on Route 1) and "last call" (two bud lights please) should be codified as favored phraseology in the AIM, and I will use them going forward. (5) My opinions on (1) (2)& (3) can be altered by reasoning and evidence. However, it is a fundamental and unalienable truth there are only two kinds of pilots on earth: those who say "meow," "let's go Brandon," "hawk tuah," or similar on 121.5, and those who do not