MB65E

As an IA, if it was my own purchase... I'd walk unless I had a spare wing for a 201. There are a few here that may know where a clean wing might be. To fix it, It would be a good project for some one that wouldn't need to pay labor. Not a good first airplane project... -Matt

Yes, Just make sure it's the filter housing gasket and not the pressure screen gasket... But I now have a new vernotherm, hoses, OH cooler, and the filter housing gasket. With the wrong gasket, mine would be ok until the vernotherm closed... Then once it totally closes off oil to the cooler the temp would redline (at or below) . Powered back it was ok until the vernotherm closed. -Matt

I've had good luck with laying up a 2-3 bid Carbon schedual with a layer of plastic on each side. Then take a roller to the resin to distribute it/ smooth it out. Finally, removing one side of the plastic, laying the layup over blocked/contoured clay molding. The carbon is nice because it does not burn. It's the resin that will. Might try a thinner amount of resin. -Matt

Probably from the factory...Maybe some one routed it out a bit to fix a Dent in the leading edge of the stab. I wouldn't worry about it. Hard to see black on black. -matt

Go FLY!! ...safely

I am not selling the SR-20/22 but the facts should be known so we don't distribute poor info. The guy who sold his cherry B-55 for a SR-22 made me read the site. Worth the read. I enjoy the "inverted in the clouds" with a terrain warning being the decision to punch. With the respect of the system and a conservative approach, I think there safe, but so is an old M20E. -Matt https://www.cirruspilots.org/copa/safety_programs/w/safety_pages/723.cirrus-caps-history.aspx

I know two Barron owners that convinced me the parachute is their second engine. It's not a get out of jail free parachute, neither is a second engine. However.... The Cirrus parachute idea ONLY works when the ground conditions are survivable. ie Freezing cold, water, and other exposure items. The second engine will hopefully get you back to a safer place. I feel pretty safe with a parachute strapped to my back to when I fly acro. Even with a parachute on, it doesn't make sense fly in an area/route with out a road to be close to. It really won't take that much longer to fly near a major I road when crossing mountains. Also, when you look down and go there is NO place to go, that's when you here noises... There is still no better medicine than seeing a road or a place to set it down. All in theory... -Matt

Absolutely, I've changed it about 3 times already. Thanks! Matt.

Hi Ed, any links yet? ! Love to watch it. Almost ready to add our cam guard in the Mooney!! 25+ hrs on my overhaul and counting... Probably run one more oil change on the mineral oil. Thanks, Matt.

Hi Cliff, on the oil pump AD... Good point on the housing not having an AD itself. Oil low oil pressure was the concern and like you said its original from 64-65... I had actually never seen the 2 piece housing. I'd have to look at the AD in full and the 2 piece housing itself. My issue was I has a 2 piece housing that I could not verify the gears from the overhaul in the late 80's. The gears were aluminum. With a signature stating they were steel. Actually, I had one steel gear and one aluminum gear. All the parts were scorn. I was just surprised to find it after 18 years of signatures. Thanks! -Matt

Good topic! Adalog is nice too because it actually provides a hard copy of the AD in a reasonable easy to understand format. Nice for the owner to read/see what's going on. All the other only provide a place for the AD, Complied by, who, next due. Most of the time, the AD still needs to be searched. -Matt

I try to believe the prior IA's signature, but I have pulled apart 3 engines that said the oil pump Lycoming AD had been signed off when it had not been. So unless I have a warm and fuzzy feeling that the AD was accomplished, I do not rely on anyone else's signature. One of the engines came from a MSC in the Midwest! When was the last time you have seen a 2 piece oil pump housing with aluminum gears? Hopefully not in a long long time!! Frustrating when signatures are taken for granted for 10+years! There are companies that you pay for for AD research that offer compliance logs. I still like listing each AD in the logs. The reports are only good if they stay with the aircraft. For some reason the paper copies of the AD logs get legs faster than the log books themselves.

Possibly the battery, I know it doesn't make sense. I spent $ 220 chasing after the master relay the last time my radio transmissions were scratchy...then another $250 on the Well we have a new relay and battery now. At night, with a hi load, and poor battery there can be some funny things that happen. The extra power it takes to transmit draws more current on the system. I'm convinced the issue was the battery. Similar issues it sounds like. Not sure about the cabin lighting. Lights should be on their breaker. Good luck, let us know.

We call ours "Patients" For a while, every part on the airplane I had to fix. Finally, for the first time in over 2 years we have a nice flying machine!

Some times you can jumper the cht probe with an adaptor piggy backed off the CHT bayonet fitting. Or some installs have the old ring thermocouple on the sparkplug. It's installed on Cyl #3. I have the adaptor setup and I don't think the temp on #3 cht is even close. Looking for the best set up too... -Matt

Thanks guys!! I remember last Oshkosh they had a good deal on the G1 if you were an IA. Probaly do just the G1 since it will provide the info I'm after. Already have the jpi450 for FF. -Matt

Is it common on the 340 to have the vox turned up all the way on the copilots channel! That's what ours does. It be nice to listen to actual stereo quality with louder music. All well, Matt

That's Slick! Kinda Fun!!