N201MKTurbo

https://awc.faa.gov/AWCExternalApplicant/Splash/Index Go here to get a ferry permit. The aircraft owner needs to make the application. An A&P will need to electrically sign it also.

Here is a better deal https://www.univair.com/hardware/camloc/2600-2w-camloc-wing-stud

FWIW, I sent a link to this thread to the NTSB.

Check that the sonalert is not shorted to the roof of the plane. I had to put a sheet of plastic on mine to keep it from shorting.

Couldn’t agree more.

We can hope the NTSB will have the servo inspected. I bet they are reading this thread BTW.

Because the thread went off on a tangent that has nothing to do with the original post. That happens around here. I suppose it is because the OP found crud in his tank. Even though the crud was cleaned out. It seems the OPs crud was just dirt, not any kind of gunk, gum or varnish.

https://ntrs.nasa.gov/api/citations/19970025575/downloads/19970025575.pdf This is a good article about the chemistry of gum and deposit formation.

This is the Canadian version. It is used to make sure the Canadians are flying properly while visiting the USA.

Put a very thin coat of DC4 on the nipples. It will make it much easier

So, for the engine to completely quit, it must lose spark, air or fuel. That assumes all the mechanical parts still work. The mechanical parts are easy to examine after the worst crash and fire. Things like cranks, cams and gears. Spark has the most redundancy with two mags and eight spark plugs. Very unlikely they all quit at the same time. Air induction doesn’t have many ways for a complete failure. About the only thing that could do it is a collapse of the induction boot. I would hope that would have been caught after the first incident. That leaves fuel. The RSA fuel injection system requires pressurized fuel at its inlet. There wasn’t a lot of discussion about fuel pressure from the OP, I wish there was. The fuel pressure gauge should be the first thing to look at. Other than having water in place of fuel, the fuel pressure gauge will verify the operation of everything upstream of the servo. The servo itself is unlikely to be intermittent and completely cut off fuel flow suddenly. Anything I can think of inside the servo that would cut off fuel flow, wouldn’t get better by itself. Anything downstream of the servo inlet would require some kind of clog. It’s unlikely that anything that could cause a clog could get past the finger screen. A clogged finger screen would cause a lack of fuel pressure. And it wouldn’t get better without cleaning it. And it should be easily seen in a post crash investigation. So, what can cause a loss of fuel pressure? 1. No fuel available to the fuel pumps. 2. A clog upstream of the fuel pumps. 3. Defective fuel pump. 4. A leak upstream of the fuel pumps. 5. A leak down stream of the fuel pumps. 6. A clog down stream of the fuel pumps. As you can see, there are a lot of things that can cause a loss of fuel pressure. There is also a lot of redundancy. We have redundant fuel tanks and redundant fuel pumps. If the fuel pressure gauge indicates pressure, about the only thing that can cause the engine to quit is water in the fuel and switching tanks should be your first move. It takes about 10 seconds for fuel from the other tank to make it to the cylinders, which can seem like an eternity. If there was water in the fuel, it can short out the spark plugs and it can take a bit for the water to be either blown out of the cylinders or evaporate so the plugs can fire. In this incident, it is very unlikely there was water in the tanks after all the work that was done. If there is a lack of fuel pressure, there are only two things you can do, switch tanks and turn on the boost pump.

Too bad you have to go home some day…..

When I extracted the 56 Cessna I had, the fuel in it was 10 years old. It started right up with it. It was very blue. A lot of the avgas had evaporated and concentrated the blue dye. Probably concentrated the TEL too. Avgas is almost pure alkylate. If it evaporates you just get less of it, it doesn’t change properties. Car gas, on the other hand is a witches brew of different stuff with very different volatility. So, when it evaporates, it does so very unevenly. The most volatile stuff goes first. So it changes properties rather quickly. Jet fuel will oxidize and form gum over time. When I was working on cruise missile fueling systems, they measured the gum content of their fuel storage tanks every day.

Do you have power getting to the fuse holders?

On my 77 J the light regulator has two little FM05 fuses under little grey caps. Yours may be different.

https://www.victor-aviation.com/pdf/tech-docs/TCMSB96-11B_PropStrike.pdf

You probably have a blown fuse.

Buy a skin wedge from ATS and shove it in between the windows and skin. It won’t hurt the skin and probably the windows. Work your way around the windows. They will eventually peel off. They are sealed with tank sealant. It is tough stuff.

So, if you do turn on high boost and the engine stumbles from being too rich, it will smooth out ( or restart) instantly when the switch is turned off. FWIW, a friend of mine destroyed an engine by trying to start it with the high boost on. It hydro locked.

It’s on Facebook. It must be true.

Wait, What? Tell me it isn’t true…..

I just checked my logbook about the last time I did it. I’m good for the next 750 hours. I probably won’t make it that far, so statistically, I’m bulletproof!

Ok, do you carry your preflight checklist with you when you preflight your plane? Does your checklist have items for each individual chock or tie down? Or does it have just “remove wheel chocks” and “remove tie downs”? Do you just read through the preflight checklist after you are sitting in the pilots seat? If so, it could ask if you removed the chocks and you removed the mains, but forgot the nose, or one of the mains. Your brain remembers removing chocks, but you did only two of the three because you were distracted. For me, I have taken off about 5500 times and forgot a chock or tie down about 5 times. That is an error rate of 0.09% That ain’t bad.

Anybody who says they have never made a mistake has delusions of grandeur. The more you fly the more opportunity you have for mistakes. Most people don’t make the same mistakes twice. But this isn’t absolute. So, the more you fly, the more mistakes you make, and you hopefully won’t make again. Thats why the airlines want you to have a bunch of hours before they will hire you. They want you to make most of your mistakes before you get there.

Can’t you repurpose the high voltage wire from the strobe power supply to the tube? If there wasn’t an existing strobe in the tail, you will need to run a new wire.