M20Doc

Perhaps he doesn’t know it’s a retractable? Clarence

Paul, I would drain/check the sumps. check the fuel caps for O ring condition and sealing. SB M20-229A applies to caps and O rings. take a rubber hose and hold it over the vents under the wing and blow by mouth into the tank, you should hear air enter the tank with the cap removed. Check the gascolator for contamination. Drain the carburetor bowl, and check the carburetor inlet screen. Clarence

This guy still repairs them. http://kx170b.com/ Clarence

That would take some special skills to put the belt on inside out. Clarence

Yes, a washer under each bolt head and each nut. Clarence

It is usually mounted on the engine mount structure with clamps on the right rear side of the engine near the oil filler tube. Removing the top cowl should be all that you need to do. Clarence

AN380-4-8 or MS24665-360. Clarence

That video would suggest the front wing par attach is broken or the bolt is missing. This picture is from a straight wing, the taper wings are similar enough. Item 10&11 Mooney also has a front spar fitting. Clarence

If 6 are good, 8 is the best! Clarence

That’s the way they were aligned when we looked in for inspection. I’d be more concerned that the washers are installed correctly against the spar. Clarence

The PA 30was used by NASA in flutter testing, it’s very dramatic. It was flown by astronaut Fred Haise. “In the video above, astronaut Fred Haise is piloting a Piper PA-30 Twin Commanche during flutter tests NASA conducted with general aviation aircraft in the late 1960s. Once the vibrations are introduced into the tail of the aircraft, in this case a stabilator, the flutter increases dramatically causing tremendous oscillations in the horizontal surface making the stabilator flex as if made of rubber. According to NASA, Haise said of the experience, “I’m fearless, but that scares me.” Sadly some years later in private hands it was involved in a fatal accident and lost. Clarence

I dislike the speculation that forums bring out, give a person a keyboard and they feel obligated to type on subjects they have little experience. I posted pictures of a Cherokee spar in my shop yesterday it tooks a few minutes to expose it for inspection. The level of inspection required is the question. In the picture on the NTSB report you can see the beach marks which show the progression of the crack. “Beach marks are macroscopic progression marks on a fatigue fracture or stress-corrosion cracking (SCC) surface that indicate successive positions of the advancing crack front. They take the form of crescent-shaped macroscopic marks on fatigue fractures representing positions of the crack propagation, radiating outward from one or more origins. Beach marks are also known as clamshell marks, arrest marks or growth rings” Clarence

It is easily inspected. I posted this picture in the other thread as well. Lift the back seat, removed the carpet from the front of the spar. Insert flash light and mirror or NDT inspection equipment.

I snapped this picture of a Cherokee 140 wing spar today. It’s not really that difficult to inspect. There are a few sealing foam blocks removed to make the inspection easier. Clarence

Here it’s around 1500-2000 Canadian per blade, so 3-4000 Canadian for your propeller. The US always seems lower due to greater competition. Clarence