orionflt

this has potential to polish up nicely, but in it's condition it will take someone who is willing to put in the time with no return value. I hate to say it but even if you gave this plane away you will have more in it to bring it up to speed then you could get back out of it. Parting it out will get more value but even that will be a crap shoot because of the missing logs. It had a gear up in 1983 and with out them there is no record of any repairs to the engine and propeller. hopefully there would be a 337 on file with the FAA for the airframe repairs. if you can find the logs then your price for the engine\prop is good, with out them they should be overhauled before being installed on a certified aircraft. the prop will have the hub AD. I am sure you will get some offers for it, Hope it ends up back in the air.

is the insurance company covering this??? if they are bite the bullet and tear down the engine.

Tim, are all the log books missing or just the airframe? Hanger kept for 25 years but not flown??? paint is awfully faded... no prop strike and 250 hours since OH but no log books....... things are not adding up, you might want to give us better info

F U 2

You still have to get it fitted for the older Mooney’s. !!!

Here are the possible results when the engine does fail.

you do realize these race engines are not stock? they are modified and get torn down and inspected after just a few hours. At Reno these engines get less then 30 minutes under race conditions for the whole week. some of the engines don't last that long. Brian

I bought the Challenger filter for my C model back when they first got approved and were still a reasonable price. I was skeptical on the performance claims but for my plane I did see a 1” increase in manifold pressure at altitude. In fact I was seeing the same numbers as an F model with the ram air door open. I am happy with mine and have had no issues but at the current prices I would go with the Donaldson filters over the Challenger or the Brackett. Brian

wrong forum

it is a shame to see part of history destroyed but it is nice to know there are a lot of pictures and good memories. my wife and I were lucky enough to get a flight in Fuddy Duddy when Geneseo air museum was around, It is a flight I will never forget. I just wish we had pictures from it. Brian

how about some more info like engine and model of plane

It is easy to find a long list of items a plane "Needs" but needs and airworthy are 2 different things. you need to set your expectations of the aircraft before you start looking. if your looking at a 40K aircraft expect you list of needs to be longer. sometimes it is better to spend more up front to get what you are looking for, but also remember even those aircraft are going to come with a needs list. BTW, that list can vary with who's looking at it and will increase once you own the plane. to explain that statement, once you are flying the aircraft, there will be things you want changed or fixed to meet your standards. there are other things that you will be fine with. Brian

unfortunately, nothing you did with the oil had an affect on the results. there is something wearing in the engine to give you the metal. we can only hope that it is wear from a sudden heavy use of the plane and will go away or be greatly reduced allowing continued operations. when you pull your 10 hour sample we will have a better idea. I still recommend borescoping the engine and doing the wobble test on the valves. Brian

to simplify what I said, you do not need to keep the oil level at 8 quarts if that is where it was serviced to at oil change, but you do need to keep track of how much oil you put in between changes. all engines have a manufactures service level and a minimum operation level for the engine. if you service the engine to the manufactures service level, most engines will blow out a quart or two through the breather on the first one or two flight after service. the remaining level is the optimum oil level for your plane, any more and its all over the belly of your plane. it is also from this level that you can accurately monitor the engine oil consumption. I recommend that you make 1 quart below this point as your service level. IE: if that level is 6 qts, service at 5. oil does not evaporate, but does burn. the contaminates suspended in the oil will be burnt with the oil. what you need to understand is when an oil analysis is being done, it is reading the contaminants in the sample size not the whole oil system. that sample is a representation of the whole system, by telling them how much oil was added they can compensate for what was burned and what has been diluted with new oil. if you really want to skew an oil sample add a couple qts of fresh oil just before you pull the sample, the clean oil will lower the particle count. It will show in the analysis but will make it difficult to give you accurate reading of the sample. you will usually see a comment or get a question for the annalist stating the condition of the oil doesn't match what was reported.

that statement is incorrect the reason they want to know how much oil was added in between oil changes is so they can correct for the total amount of oil, not to keep it at a fixed amount. if I tried to keep my engine at 8 quarts I would blow 1 quart out every flight, that would skew the data worse and have me thinking i need a new engine because of oil usage. most Lycoming 4 cylinder engines on Mooneys like to sit at 6 quarts, I service to 7 at the oil change and maintain 6. also try not to add oil just before you sample, and sample with the oil hot just after you fly. also let a few oz of oil drain before taking the sample, you want a sample of what is suspended in the oil not what is sitting in the fittings and drain hose. Brian