skykrawler

Even if the o-rings have been replaced - if the airplane is not hangered and left in the rain (in Seattle): https://www.aircraftspruce.com/catalog/pspages/jpt_13-21885.php or cheaper... https://www.amazon.com/Multi-Purpose-Silicone-Microwave-Resistant-Dishwasher/dp/B083FK34M9/ref=asc_df_B083FK34M9?mcid=27f9543d2bd03a4bafead465603a80d3&hvocijid=7626931227964126913-B083FK34M9-&hvexpln=73&tag=hyprod-20&linkCode=df0&hvadid=721245378154&hvpos=&hvnetw=g&hvrand=7626931227964126913&hvpone=&hvptwo=&hvqmt=&hvdev=c&hvdvcmdl=&hvlocint=&hvlocphy=9008565&hvtargid=pla-2281435178058&th=1 ....or something like that.

Some overhaul facilities will run the engine for 2+ hours on a test stand. You should look at the engine log book to see if that was done...in which case certain steps in the Lycoming bulletin have already been accomplished.

McFarlane has a PMA felt seal for < $30 https://www.mcfarlaneaviation.com/products/154-00800/?srsltid=AfmBOooa2aoNn7hWykQqf2QdItSfOLZENCsfVG451Uuyw3a-QEv6utLA

I have recently seen this scenario play out for multiple turbo'd engines on my field. C182, Mooney K and TLS. Turbo overhauls are now $6500 and up. Another $5000 for TLS exhaust stacks. PLUS the V-band clamps. I would never purchase a turbo'd airplane.

And then the gear come out on the climb out.

I differ here. No flaps until the gear is down (like in a previous post). In transport airplanes usually flaps are used for lower speeds and margins before the gear are extended. But these airplanes can be landed at nearly the same speed with no flaps at all. Level flight on the downwind flaps up, gear down requires significant manifold pressure - its part of the clue.

You should have that turbo and installation inspected by somebody that knows what they're doing. Sounds to me like you've traveled out of your lane.

Heh heh, When I read it, I thought he meant don't land with the gear up. I can't remember the last time I did patterns. But landing practice needs to start with speed control practice. Isn't that part of primary training? As for landing long - perhaps not in this case, but I will landing long to avoid extended time taxing on the runway.

"I immediately turned boost pump on and then my engine quit completely." Hmm, the rule some live by is: If a switch is moved and bad things happen, put it back. "He says I should not loose power completely if I still have fuel flow and green fuel pressure. To add, I did sump my tank in Toronto and noticed no water in fuel, and fuel cap o ring is fairly new. It was noted the boost pump was functioning properly providing proper pressure with no leaks." Was the gascolator 'sumped?' A regular fuel cup can be used to sample there and it is the lowest point. The fuel pressure transducer on J models takes pressure from an output line of the fuel servo. The boost pump pushes through that hose and fitting. The mechanical pump on the engine sucks though that hose. If the B nut was loose it could have been sucking air enough for the engine to not run....but you say you had pressure in the green. Seems like you must accept the evidence at hand (loose fuel hose). The firewall fitting bulletin seems to apply to E and F models.

Has anyone tried wiring a GDL-39 rs-232 to a GTN-750 and setting the input as GDL-88? The GDL-39 outputs the GDL-90 format which I think is the same the GDL-88 in the GTX-345 outputs.

Aspen avionics displays have a similar restriction. The documentation says it can't be installed 'used' in another aircraft without being returned to the factory.

For sale is an GDL69a removed from my airplane when the Flight Stream was installed. Included is the antenna, tray and back shell. The GA-55 antenna new is $375. A new connector will be required. These units interface to Garmin units as old as GNS-430 and MX20 for control. $900. Shipping paid by purchaser.

Seems like 22L is used as the main runway and 22R is being used as a taxiway (like the closed runway taxiway H) or maybe only take-offs. There should be holding lines or WIGWAG lights on 4L/22R at that crossing - like they have for 13R crossing 22L and 22R. Do they even have runway signs at that intersection? I can see it being very easy to miss. It requires the discipline to follow the taxi route on a chart and verify progress. I think the controller confused them when a switched from referring to 22R to 4L - the initial clearance was to hold short of 22R.

Maybe not. OP says it clears up by 2500. Does with or without boost pump. ........ Check all the nuts on the spider are tight. Maybe not. Probably would have blue fuel stains for leaks at the spider. The spiders are very simple - piston with a spring that meters fuel at very low pressures (idle) and also closes off at mixture cutoff to prevent sucking fuel at shutdown. ..... Spark plugs / ignition.. Maybe. Mag check both mags through that 2200 rpm range up to full power. Also in air mag check on a full power climb. How many hours on those mags? What are the plug gaps?

Looks to me like a hard landing (for whatever reason) that broke the right gear and perhaps the spar. After the right wing departed the lift of the still flying left wing rolled the airplane. The tube was intact because they didn't hit anything other than the ground. Watch the Asiana 777 crash at KSFO to see a miracle. The wings stayed on and the fuselage intact.