Lionudakis

Current owner might not have even known about it? Do you have any copy of records to look at entries from the period when the issues occured? I have seen a "removed and replaced wing" entry buried in a page full of other misc entries. Handbuilt airplanes can be repaired by hand and be just as good as new. If a mechainc who inspected it inside and out and in detail didn't find anything, the repairs must have been done well. Being concerned about resale is understandable though

I've dealt with that issue before. One was a poor ground on the 430, one was a weak ground between engine and airframe, one was an alternator that worked fine, but was getting weak under load, and produce all kinds of noise (the sloppy bearings upon removal was a good indication it was time). Something to check...

I just got one for my 62 C, It is a horizontal ( filter is inline with crankshaft) from J&J Airparts, I haven't installed it yet, but just looking I don't see any clearance issues. It is rumored to be the same part lycoming buys and rebrands, but cheaper. 150 bucks, plus shipping and gaskets for the temp probe and vernatherm. FAA-pma'd part. Superior has one to, for 190ish, same part.

I think it would fall under the interior requirements, which are nill other than burn testing. I'm going to make one out of lexan, and wrap it in padding and black ultra-leather, and velcro it to the dash.

A local shop (and I) have installed several in various aircraft/locations I've been involved in, using a plug in front of a fuse and stated so in a log entry as a 'temporary removable" installation. (same loophole as a panel mounted handheld). If one was to install it iaw ac43.131b chapter 11, fused accordingly etc; that could be used on a 337 and signed off and approved for return to service, AC43.13 is acceptable data, not really for the ciggy lighter, but for the wiring. protection, and electrical load.

if it helps, there is a tab on the corrosionX site of "official" treatment centers, some might be individuals willing to travel, I bought a portable system, but I'm a ways away from you.

The new faa doesn't consider a previously approved 337 a basis for approval. You still have to jump through the same hoops with or without an existing 337. I've done close to a dozen in the last 2 years, the last one was a doozie, with a stack of previously approved ones. Not trying to be negetive, but realistic.

I'm putting one in, along with new paint, o/h mags, tires, windows, and a new baby in the middle of the project, so eta to flight status is unknown. I can fly by the numbers, but, anything to keep me (and family) a tad safer, in the critical phases of flight is worth it, and they're not that much (in aviation dollars) Quote: DaV8or I think the old timey approach of "use the instuments your Grand Pappy used and if you can't hack it, train, train, train and train some more" has been tried and not so true. People still stall and crash and people still overrun runways. I think mental math in the cockpit is a bad idea. It may be nessecary at times, but still a bad idea. I think it's time to let technology help. I want an AOA indicator in my plane. It's on the short list, but... I don't want to go first. Please, if anybody out there has one installed in a Mooney, or is about to have one installed, give us all a PIREP!

Another aviation quality overhaul part. DOA

Same prop shop I deal with. I was told last time I had a prop issue, It's illegal if it's passed tbo, and I'm putting my license on the line everytime I annual a plane that has a prop out of TBO. You guys are all flying behind illegal propellers ! (sarcasm)