neilpilot

Not relevant in this case, since they were equipped with only basic NAV/COM, no GPS or DME. While probably not relevant in tis case, this F had not installed shoulder belts WHICH SHULD BE THE FIRST UPGRADE FOR ANY VINTAGE MOONEY.

Simple matter of googling N243CW NTSB. Here's the salient finding: "The oil suction screen was removed and found to be contaminated with metal fragments. The accessory case housing was removed, and the No. 5 main bearing was found to be partially extruded out through the crankshaft gear. Holes were also noted in internal portions of the crankcase halves, and the No. 6 connecting rod was observed to be broken. The engine was subsequently disassembled, and the crankshaft was found to be fractured between the No. 5 and No. 6 cheeks. The camshaft was also broken in the vicinity of the crankshaft fracture, and the interior of the case halves were gouged rotationally, consistent with the damage having occurred awhile the engine was still operating."

Well if the fluid is only 3-4 years old, and the flush included the lines through the calipers, then your fluid should not be causing any issues.

Any idea when, if ever, the hydraulic fluid was flushed? Old brake fluid, especially near the brake caliper, can become very viscous with time. I cured weak brakes on my 64E with new fluid and bleeding, and no mechanical work done to the calipers or master cylinder. This concurs with rgpilot's suggestion

Owned a 64 M20E 1989-2012 (about 2000 hours), and experienced "flooding issues, rough idle, surging, hard hot starts, engine cranks, (no start), hesitation, sputtering". Fought a fuel injection issue for several years, ended up having my fuel system rebuilt. A couple of years later totaled the E due to an off-field landing, NTSB determined a piece of a torn O-ring in the fuel servo had blocked fuel flow to all injectors. Have owned a 65C since 2012, and so far we have not experienced any of the symptoms that you attribute to a carburetor. Other than an increased fuel consumption of about 0.5 gal due to a carb, it's been great.

Yes, a spec of dirt in that injector is most likely culprit

Please tell me how to install Gamis in my 65C

Ever been to Gaston's in Lakeview? Cabins along the river, decent trout fishing and a restaurant (good Sunday buffet). No car needed. So long as it's relatively dry, their grass at 3M0 is Mooney friendly. If not, they will shuttle you to/from KBPK.

I'm not saying your wrong, but the Stolport web site seems to show parking for a Mooney @ $35/night http://www.bbtcaparking.com/fbo-sevices

During a 5 month period, while I completed recovery from surgery and also worked a couple months in China.

Afraid it's been a couple decades since I flew into CYTZ, Toronto Island Airport. I've never rented a car from there, but I understand Enterprise/Hertz/National are available. Alternatively, you can take the free shuttle to downtown and rent from one of the many locations near Union Station, which might be a bit cheaper. Stolport (FBO) was $25/nite plus a $25 facility fee; you might want to reserve parking online. Landing fee is about $20.

I'm under the impression that, assuming it's totaled, insurance pays "agreed value", i.e. your hull coverage, irrespective of "what the book says its worth". With values dropping in the early-to-mid 2000s, I was a bit slow in lowering my hull value on a 64E. When it was totaled in 2012, insurance paid the covered value which was several thousand $$ above "what the book says its worth".

Also, it can be really annoying if the next time it sticks is after starting. The starter can remain engaged in the ring gear. Happened to me years ago and, while the engine was running ok, there was an unusual sound. I shutdown, and then arranged for a repair. The shop told me that if I had continued to run the engine, the stater would have likely caught fire.

I've been going to Hilton Head for 27 years, and though it's out grown it's initial charm we still enjoy visiting. Just not in season. Expensive fuel but Signature waives handling and discounts 50 cents/gal weekends. $10/nite parking.

Just returned from a week on Hilton Head Island. The Westach replacement probe that fits the ASL EGT-100 series is WES 712-2DWK, which Chief and others sell for $60 or less.

I have replacement probe info in my hangar, and can get you information when I fly home Friday. From memory I paid well under $100 each.

Exactly what I would suggest. Also, if the probe leads are run in parallel close to each other, or run close to the alternator wiring or another wire with significant current, this could overwhelm the probe lead shielding and cause the unsteady probe readout you report. I've installed Aerospace Logic EGT-100-4 in both of my Mooneys (under A&P supervision, of course), and in each case had to re-arrange some of the probe leads to eliminate interference. The cold cylinders, OTOH, are most likely bad probes assuming the connectors are tight.

Yes. But Dawson didn't decide to transport N6XM. Presumably it was a mutual decision by the owner and the insurance adjuster, or just the insurer after it was totaled. Your posting "one of the reasons Dawsons does that, increases the amount of work required to restore the aircraft making it more likely to become salvage" strongly implies that Dawson should have done it differently. That's what I was questioning.

That maybe, but how would you recover a Mooney, assuming it needs to be moved on the road? Would wing removal cost even more in time to disassemble & re-assemble? When they recovered mine, the wings were not even de-fueled.

N6XM was recovered by Dawson Aircraft, and then trucked to their facility in Clinton, AR. N1310W was similarly dismembered when Dawson recovered 10W the day after I put it down in a soybean field in Marked Tree AR in 2012. So far as I can determine, that's how Dawson handles a Mooney so that they can transport it to their site. They remove the rivets from the rear of the cabin structure, so that the cabin/wing can be placed on the flatbed separate from the rear fuselage/empennage. I can't be sure, but I think this is their standard field procedure for Mooney recovery. In my case this was done before the insurance adjuster totaled the aircraft .

I can't quite tell if this is a veiled (or not so veiled) reference to the FAA certificate action against Freeman after the KTEB incident.

Our O-360 was using 1 qt every 15+ hours. Then rebuilt one cylinder (low compression due to a burnt exhaust valve) and oil consumption immediately jumped up to 1 qt every 3-4 hours. After ~15 hours, replaced that rebuilt cylinder with another cylinder and re-ringed piston, and now oil is back down to 1 qt every 10-15 hours.

I'm sure that works fine, but I follow the POH for my 65C. I leave the boost pump on while I pump the throttle and crank. Pump is switched off after the engine start.

Loose belt (assuming you drive it via belt) or, if clutch, slipping clutch.

I used WindyTV.com as a flight plan aid in early Dec16 to plan a long VFR trip from KSDL back home to KAWM. Was able to plan optimum altitudes to get home with only a single fuel stop (KDTW).