ragedracer1977

Yes, it does. He owned it from 1974-1993. He was an EAA chapter President not long ago, although I imagine he's pushing 80 these days. The last info I can find about him showed him very active in the GA community around '05. Last medical was around that date as well. He said he's going to send me some pictures of the plane when he owned it, says he has photos of it on the ramp in Haiti. And, no, logs don't show maintenance from Haiti, but that means nothing. I don't know what sounds fishy?

Yes

Long prior owner of my C sent me a letter. He owned her for 19 years, mid 70's to mid 90's. Used to fly her from Virginia to Port Au Prince, Haiti several times a year, refueling in Georgetown, Bahamas. That's a lot of time over the water! Also told me she was featured in a GA promotion video filmed at Manassas airport and the video played at the Smithsonian for many many years. Sure would love to get my hands on that video! I replied to him (he supplied his email) and asked if he had any old pictures or anything. Sure would be neat to see some old pictures and that video would be awesome!

It sounds to me like there's a lot more going on than just the run-out engine. Structural damage to the firewall, for instance.

I'm sure we won't hear you complain if Lycoming goes "Oops, we screwed up a part and you need an entire new engine. Your engine is 2 years and 1 day old, so pay us $25,000, or you can never fly your plane again." I'm not affected by this AD, BTW.

Really, it seems like there'd be a way to remedy this kind of stuff. What other manufacturer can sell stuff to the public, have a problem, then say "You are now required to pay us money to fix the problem we created, or it's illegal for you to ever use the product again."

Aero Accessories. Actually i take that back. I'm not sure. It says "Aero" in the logbook and aero on the mag. But I'm not sure without looking at the work order if they aero accessories overhaul or overhauled mags from 'aero in stock'. My logs are in the safe at home and I just have a pic of the logbook entry.

Thing is, I do that. But not individually. I just momentarily turn the key all the way to off to make sure they're actually grounding. From now on, I'll be doing individual mag checks....

North side. Not sure exactly where. ill find out when I get back in town later this week

Magneto came apart. I'm pretty sure it happened on downwind to landing. It was the left mag. Plane started fine on departure, engine ran smooth as could be the whole flight. Got on downwind to land at KSOW, went full rich and put in carb heat. Very shortly after it started running a little rough. Not terrible just rough. I chalked it up to carb heat. Landed fine and taxied fine. That was Saturday morning. Went to depart this morning, and the plane wouldn't start. I tried everything. Called up my mechanic. He hopped in his plane with his tools and flew up. We pulled the cowling and started poking around. Almost immediately I noticed 2 screws at the bottom of the cowling and a couple ball bearings. Uh oh. Those weren't there when I change the oil last week... i grabbed the and showed them to the mechanic. He says... hm those look an awful lot like mag screws. Sure enough... Case half screws on the mag. It came apart. Chewed up the inside of the mag. Hopefully I get some $ assistance from AERO. They overhauled them 11 months and 69 hours ago. They say 1 year 500 hour warranty. Either way, I'll have a new mag tomorrow. He's flying back up with a new one tomorrow morning. Met some great folks on the field. Wrangled a hangar to keep her inside for $20 and even got a guy to tow it over there for me. Got to kick around inside a king air and a Cessna 510 citation while I waited. Might even have secured a hangar at my home base. The guys in the king air have a buddy who has an empty hangar at KDVT (my home) that is looking for someone to use... and I get a 4 day weekend, so overall not too bad!

I've been doing some googling and it actually may be the CDI. It seems you might have to have a specific CDI for the DME to work. I don't think I have the 'upgraded' CDI. I'll have to pull out my logs and see what's in there.

I have the manual. I think I'm doing everything right. It has a knob for Distance, ground speed, and Time to station. When I turn that knob, I just get --.- on the screen.

Not the A340. And his wing may have overflown the tail of the 787. I didn't sketch it out, but it was mighty close. A lot closer than I thought.

I have one of these installed in my plane. I was playing with it today. It's supposed to have DME, display GS, etc. I tuned in the Phoenix VOR, verified it with the morse, but the unit is not displaying any of the info it should Things to check? Would you even bother fixing it if it's broken? I have a 430W, so I'm not lacking there, but I just wonder what it could be?

I knew it was close, but I didn't realize just how close. NTSB just released some info and photos. To put in perspective just how close this was, the Air Canada A320's lowest altitude was 59' AGL. It overflew a 787 which has a tail height of 55'6" and a A340 which has a tail height of 56'6". Less than 3 feet from what might have been the worst air disaster of all time. Gives me goose bumps thinking about it. Look at the pictures at the link... https://www.ntsb.gov/investigations/Pages/DCA17IA148.aspx

My plane was based in southern California for most of it's life before I bought it

So far, just once. Departing out of Stinson Field in San Antonio. Climbing out and thought "Wow, the humidity *really* does effect the climb rate!" About that time I realized the light on the panel was still green. Oh.

"Excuse me sir, do you know what the speed limit is here?" "uhhh, 250kts below 10,000'?"

I *should* be in the clear. My engine was last rebuilt prior to the time frame and I did have 4 new cylinders installed in November, 2015 - but they were physically installed on the 10th, 8 days before the first bad part shipped.

It's not my serial number! YAY!

Well, there's only ONE O-360 A1D on the list, so fingers crossed....

That's the opposite of what I've always been told. My C has only a tach. It consistently records less time than I record chocks to chocks. When I was in PPL training, the 172's had hobbs and tachs. The tach ALWAYS recorded less time (we had to note both prior to and after each flight).

Wow, duh. I didn't realize you were the one that posted about the call. I guess if anyone would know, it would be you. =)

He said the flight was Thursday.

It turned out not so good. Cirrus lost power. Pilot pulled chute below minimum altitude. Pilot killed, 3 injured. From reports he had a great field to just set her down in, but pulled the chute under 300' AGL. Lesson to be learned: know your equipment.