mooniac15u

Have you tested your battery?

So you haven't actually done it as either seller or buyer.

So, that was after you already found corrosion in a cylinder? Have you removed a cylinder on a PPI of an otherwise healthy looking engine to check the cam?

I keep hearing people suggesting pulling a cylinder to inspect the cam during a PPI. Has anyone actually encounter a seller who would allow the buyer's mechanic to remove a cylinder during a PPI?

Is the PlanePower regulator approved for installation on an M20C without also installing a PlanePower alternator? The STC looks like it requires both.

FWIW, the FAA recommends against repeatedly resetting circuit breakers in flight due to the risk of electrical fire. https://www.faasafety.gov/files/notices/2009/Dec/SAIB_CE-10-11.pdf

There hasn't been any activity on the Ohio Hub for years. Kasich gave back all the federal funding in 2010 and the project was shelved in 2015.

The pilot is ultimately responsible for every system on the plane. I was merely calling out that someone came on here blaming the pilot for fuel mismanagement when it now seems that there was a maintenance issue with the plane. And the someone making those claims happens to be someone who was, until recently, responsible for the maintenance of that plane. It is unlikely that the blockage of that vent started in the last few weeks prior to the accident while the plane was stored in a hangar. Someone handed the keys to a plane with a clogged fuel vent to a pilot. I would've been unlikely to catch that during preflight. I think I won't judge that pilot too harshly.

Have you gotten a quote from Avemco? They seem to operate independently. Their rates have always been a little higher than what I could find elsewhere but I've never been quoted $6,500.

Are we still blaming the pilot for this one?

I might have a spare of just that part. I bought a few broken fuel caps on eBay and I've been slowly working on putting together two good caps from all the parts. My current caps work ok. They're just ugly so it's been a low priority project. Or if you aren't in a hurry just keep an eye out on eBay. You should be able to get a parts cap for about $20.

There are plenty of parts-donor caps that pop up on ebay. It shouldn't even have to be exactly the same cap as long as it's from the same series. Do you just need the one? I might have a spare.

I think I have the exact setup you are talking about. I used this kit: https://www.aircraftspruce.com/catalog/elpages/audioathaik.php The connector is mounted in the hat rack with a wire that runs through the bottom of the hat rack and connects to the battery. The only drawback is that I have to run a power cord into the plane in order to charge so I can't lock the plane while the charger is connected. I have a hangar so it's not really a problem. I don't think I have any pictures but I will try to remember to take a few this weekend.

I had a relatively minor incident in my old M20D that resulted in a total loss due to the high cost of repairs. My insurance rates went up a few hundred dollars a year in spite of the fact that the FAA found that there was no pilot error. I had insurance through AOPA at the time and the rep told me that the only company that would insure me was the one who had paid my claim and they would charge me increased rates to recoup their loss. My rates have gone back down some and I have switched brokers but I have had to report that incident on my insurance application every year. I think I may have reached the time limit on reporting it this year.

http://donmaxwell.com/fluctuating-ammeters/

One of the hardest things for the family can be the lack of information. We lost someone in a crash last June (2017) and we are still waiting for the final report.

The first broker probably shopped it as zero time in type and Falcon probably got him credit for his M20C time.

http://www.aircraftspruce.com/catalog/appages/pmaprod-mooney.php $146.75 if you want a PMA'd unit.

The pressure transducer is basically a variable resistor. When the engine is running the mechanical pump outputs a constant pressure and the transducer tends to sit in one spot for long periods of time which seems to wear that spot out. The boost pump probably generates slightly lower pressure so the transducer doesn't quite hit the dead spot. I also suspected the gauge but replacing the gauge made no difference. Replacing the transducer fixed it.

It might be the pressure transducer. Mine exhibited exactly those symptoms and replacing the transducer fixed it.

Warranties in airplane engines are certainly nothing to write home about. However, the strawman presented was to overhaul an engine and sell it more or less immediately in an M20 airframe. Two or three years of warranty sounds a lot better than no warranty. Would you buy the airplane with the owner overhaul rather than a comparable airframe with a runout engine where you control the overhaul process? I'm just not sure you can find a buyer that will pay enough for the one-off field overhaul to make it worth your while versus just selling it as a runout engine. Doing your own overhaul on a plane you plan to fly so you can save money and feel good about your engine is an entirely different value proposition.

I think everyone here knows an owner can't sign off on rebuilding an engine... People reporting individual issues with engines from major shops does not provide any objective measure of quality or any means of comparison with the quality of doing it yourself. No product or service has 100% quality and unhappy customers are far more likely to speak up. If you choose a reputable shop they will stand behind their work. If you buy a plane with a one-off local overhaul it's unlikely to come with a transferable warranty. Caveat emptor.

Are these the same careful owners who are making homemade jacks from wooden tabletops, conduit, and hose clamps? If someone on MS asked for opinions on a Mooney for sale with 0 hrs since overhaul by an owner I expect the majority opinion would be to not price it as a fresh overhaul and more than likely many would recommend walking away from it.

Do you have enough insurance to cover the liability if the engine you overhaul and sell fails and results in injuries? Personally, I don't think I would buy a plane with a "homebuilt" engine. It's not that it isn't possible for an owner to do a quality overhaul it's just that as a buyer you have no idea of the actual quality of the work and no recourse in the event of any issues.

The AD requires compliance with Hartzell service bulletin HC-SB-61-269. That SB states: "This inspection must be accomplished by qualified personnel at an appropriately licensed propeller repair facility or certificated aircraft mechanic with an eddy current qualification in accordance with Hartzell Standard Practices Manual 202A (61-01-02)." I don't see how the CTC folks meet either of those requirements.