CL605

Interested. I'll see if I can figure out how to PM you.

The install took time but it wasn't complicated. I bought the side panels from Jaeger Aviation in Wisconsin (I forgot to include the cost for those, and frankly I don't recall). I cleaned and reused the backing for the accent panels and put new foam and fabric on them. The exterior of the plane is white, black and silver and I wanted the interior to somewhat match.

The foam was not glued to the fabric. I stripped off the old fabric and foam, cleaned and painted the frames (where they were exposed) then glued the foam on. I was working alone so getting the covers in place was a chore. Airtex has pretty good instructions and videos.

Yes. It took longer than I wanted but I am happy with the results.

I didn't have the budget for custom leather, so I went with Airtex. I haven't installed the headsets yet, but I'm happy with the seats. The covers came with new foam, and all in it was just over $2000. I also spent $800 on carpet and $1000 on almost new plastics and probably $200 more on paint, glue, etc. There are certainly much nicer interiors, but I'm pretty certain this is better than what the factory supplied.

What he said. Even if the spar is OK the cost to return this aircraft to a safe flying status is likely to be eye watering. You might get lucky, but the odds are against you.

I previously had a Sundowner to teach my kids to fly. It used the same style rubber donuts as the Mooney. Beech wanted $5000 for a full set. Before sourcing them from South Africa for $800 for the set I tried wintergreen oil. It definitely helped the old donuts. They regained elasticity and swelled up to almost new size. I just replaced the donuts on my J and I’m tempted to give them an occasional coating of wintergreen oil. It works.

I've not had experience with the engine in question, but I have run a pair of it's big brothers (TSIO 520) to 1000 hours beyond TBO (2400+ hours on FRM with a 1400 TBO). I also bought a Super Viking with 2080 hours TT airframe and engine (IO 520D) that had some valve wobble, so I had all 6 cylinders topped. I later sold the plane and the new owner just passed 2800 TSOH. The engine was installed in 1973 (non-VAR crank) and has never been off the airframe. Admittedly this is anecdotal, but my conviction is that heat is the largest contributor to engine wear. I aim for 380 CHT as a max on Continentals, which is not easy in south Florida temps, but the engines all seem to "live long and prosper" when kept cool(er). YMMV BTW, when topping the Viking engine we discovered a badly broken compression ring. The compression test was still normal. Go figure.

If it is the speed switch, pressing the override button should allow it to still retract.

First, thanks for all who post helpful material on this forum, especially diagnostic ideas. You saved me a lot of time (and probably money as well) with a landing gear problem. Yesterday I flew from my home field to work, about 25 nm. All was normal. On the return flight, the gear only came up part way. No breaker popped, and rather than try to get it to retract for the short flight, I put the gear lever down and thankfully had a green light in a second or so. On the jacks, I could not get the gear to retract no matter what I tried, so off with the belly panels. Per the suggestions on this thread, I focused on the 2 relays first. They appeared normal, almost new, and they had power to them when the gear handle was up. I then went to the "up" limit switch. There are 4 wires going to the switch, but only 3 have the terminals visible. When I went to check whether there was power to any of the terminals, simply touching one with the probe (with the ground not yet established) energized the motor. Strange. I ended up removing the switch, and sure enough, the one terminal I could not see had a loose screw. Touching the other terminal apparently moved things just enough for contact to be reestablished. I cleaned everything, reattached the 4 terminals, and everything works as it should. Once again, thanks to those who are willing to share their expertise. It is much appreciated.

Hi Parker, Working with your company was a pleasure, and my curiosity is genuine. Airnav shows FA44 as 3600'x150'. In reality it is 4380' long for takeoff, 3600' for landing, and 200' wide. It is lit, and in great shape. Is it merely the fact that it is grass that is hurting me? I've based Vikings, Barons, Twin Commanders, a Sundowner and a Cessna 401 out of FA44 without noticing a bump in rates. Again, I trust you gave me the best rate available, I'm just curious why it is affected by the aircraft base. Thank you in advance for any insight you can offer.

Turning 70 shortly. 22,800 TT, 20,000 complex retract, 48 in the M20J, 45 of that in the last 12 months, aircraft is hangared. Recurrent training twice a year for a Challenger 605, 1st class medical, excellent health. $115,000 hull, 1 million liability, 100k per pax was just under $3000 through Parker's company. I'm not complaining, and I trust that is a good deal in this market, but I will note that is the most I've ever paid for a single engine retract. The idea that a chain smoking, pot bellied 40 year old with 10% of the experience might get a better rate is... interesting. And out of anyone's control. No one promised us life would be fair.

The descent rate was close to double the max, which means the load was close to 4x max. I’ve been in both a 757 and a A321 where, for unknown reasons, the PF did not flare. At all. It was ugly, some O2 masks dropped on the 75, but no damage was found. That was with about 600-700 fpm. In those cases, it no doubt helped that both mains made contact at the same time Procedures are relatively easy to teach. Airmanship, not so much.

1100 fpm is very hard, but it seems likely that the side load from the 7 degree right bank, combined with a 3g impact, over stressed the MLG side brace and caused the collapse.

https://avherald.com/h?article=52439b47&opt=0