The201pilot

This airplane is sold....Thanks for all of your interest. Good luck in your search !

I did opt for the factory engine, Kinda figured it was the smarter decision (2 separate mags) (resale) yada, yada,.. No root cause for the failure was determined.

Canadian Dollars..Should be even more attractive then ! Thanks, she is a beautifly flying airplane, sad to say she just doesn't work with my current commute. 10 min drive now to the daily grind as opposed to a 2.5 hr flight every three weeks !

1977 Mooney 4250 total time Factory new (4 hrs) IO-360 A3B6 NDH Recent paint - 7 out of 10 Recent interior 8 out of 10..Leather interior Leather aero comfort yokes Aspen pro 1000 pfd coupled to Garmin 430W with terrain Garmin 430W GMA 340 GTX 330 JPI EDM 700 is coupled to the 430's with fuel flow Century IIB autopilot GPSS Steering 406 ARTEX ELT O&N Bladders Vertical Card Compass LED Landing Light Enclosed wingtips Clear Glass Good Rubber Oxygen Bottle incl. New park brake installed Tanis Engine Heater SOLD !

From the evidence inside the engine, what was left..oil starvation was the cause..with failure beginning on the firewall side of the engine and proceeding towards the spinner..but the root cause of the oil escaping from the from the engine was not determined. Marty..

C-GLWJ is happily back in the air again. Everything working properly, minus some tweaks with the prop governor at high RPM... I managed to make it out with a factory engine and a bill "for original repair" plus a difference on the new engine and of course some extras..(as always) ended up writing a cheque in the high 30's...wether or not you feel this is an exorbinent amout or you could have "gotten it for less" I'd rather not hear about it. I am happy with the service and fairness I recieved from all those involved and do not wish to hash through the exact amounts. I do however want to say thanks for the compliments, well wishes and so fourth...we'll see you in the skies ! Marty

The new engine has been hung and ground tested, should be able to get her out for a test flight and start breaking the new engine in next Wed. Aug13/14... Keep ya'll posted on the flight, and performance of the new engine. M.

Seems logical enough Jose, i wasn't sure losing the one cap would have been enough to lose all oil pressure.

Ok so we have a solution. We're going to replace the engine with a Factory overhauled A3B6 (instead if my old A3B6D)...The shop we be paying for R&R of old to new, and more than half of the cost, pretty much equal to what my old engine would have cost to replace...approx 20,000 CAD.. I'm happy with this solution, I believe its fair, but they still haven't found a root cause on initial oil pressure loss.

This is the second time i've "test" flown a new engine. (in the short time i've been involved with aviation) The first time i did circle the field for about an hour before venturing off. This time however, i did not circle the field, but instead had small airports and grass runways all along my route. Also with a planned altitude of 7500' it did give me some gliding distance. The failure just happened to be at the perfect altitude from a field about 9 miles away and the engine did keep spinning for a little while...although not making power, i'm sure it helped. I was not 100% prepared for this failure. Any one rarely is. However, life is a learning experience and during the next engine "test" flight I will be circling the airfield for as much time as necessary for me to gain confidence in the new engine. Anything over the 15 minutes this one lasted should be good ! m.

Visited the engine shop on Friday. The installing shop is going to remove the engine and deliver it to the engine shop for teardown on Tuesday. We do have a couple options now, one would be to have the engine replaced with the 2 separate mags (A3B6) i believe is the number. Thanks all for the praise. Clarence, There was a small layer of oil on the inside of the cowling. The case was not cleaned before any photo's were taken...the rod cap bolt in the picture was pulled out of the hole with the set of pliers you see in the photo...it was literally just sitting in the hole of the case. There was oil all down the belly of the plane, i don't believe the case is empty of oil...As i said in the beginning of this post, there is no witch hunt here, as a Millwright I understand machines fail, wether or not it was a part failure or human error in assembly procedure, lets tear it down find the root cause, and fix it properly so I can go flying !

Bob , we'll see how they handle the warranty and repair..But i will be visiting the shop tomorrow..

The metal from before tear down came from the top of the tappets spalling, in addition to the fuel pump lobe grinding itself apart..which got into the bearings..and metal makes more metal..but the filter did it job..

The engine work was done here locally in Calgary...The shop will remain nameless for now...We shall see how they handle the small warranty issue.

They did test it on the stand, as well as 2 leak checks after install. For a failure it couldn't have happened at a better distance/altitude from where i was.. The cam and lifters were replaced, all bearings were replaced, fuel pump cam was replaced, rings we replaced, piston wrist pins as well as wrist pin plugs replaced..she was almost another major ! Crankshaft was machined down .003" to remove very spotty corrosion...again only 250hrs since last major ! oil cooler as well as prop and governor were overhauled and re-installed

Thanks Bob...and what do you mean by "tough questions" ? I think you mean to the engine shop..?

Took my 1977 M20J out for a test flight today after having the engine torn down from finding lots of metal in the oil filter at annual inspection. (Only had 250 hrs since major) Start-up was silky smooth, the run up and climb out were normal, aside from a small acorn nut coming loose from the vertical compass, which i thought to myself, "we've had our glitch for this flight "...All temps and pressure's in the normal range as indicated by the EDM 730 as well as the top cluster...Approx 30-35 miles north west of Calgary at 7300' the oil pressure suddenly dropped to "0" and the engine began running rough to say the least...There was no oil mist on the windshield to obscure my vision..I managed to call "Calgary Terminal" and informed them of my situation and that i planned on putting down at Sundre CFN7 (3663') approx 8-10 miles at my 12 o'clock..with the runway in sight. I had plenty of altitude to spare.. Calgary Terminal gave me the frequency for Sundre, i quickly tuned them in and made the call that i had an engine failure and would be landing "runway 32 full stop" no call back from any traffic, switching back to Calgary terminal freq. to sign off with them and thank them for the info, the radio was breaking up quite a bit as i was nearing final at Sundre..Coming into final at Sundre, the wind was at my nose by about 3-5 kts saving the gear and 1 notch of flaps until short final to make sure we made the field. She touched down just as the stall horn began to squeak, and rolled to a stop clear of the runway just on the edge of the apron. There was a Cessna or older lear that came by at low altitude as i was exiting the aircraft, no doubt they had heard the call over the airwaves and decided they had the time to check in on me..Thanks for that ! I gave them a clear thumbs up, and they turned and flew back towards Calgary.. For the type of failure that occurred, it could not have turned out better. Now we just have (only) an engine to replace..Lets hope there's warranty ! I will put up a couple pics for now of a part in question, and the beautifully busted up crankcase !

good luck with your search...

I had great success using nexair avionics. Purchased a uses 430W wi th terrain from them, very reasonable and reliable..they shipped it all the way up to the great white north for me ! http://stores.homestead.com/NexAirAvionicsLLC/-strse-GPS--dsh--Panel-Mount/Categories.bok

Updated interior photo and price

hey Clarence...Considering an acclaim or i'll whisper this one...a malibu mirage.. we'll see how she flies..

Has anyone in Canada removed their vacuum driven system from a 201 with the install of a pro pfd/mfd combo with battery back-up ? I currently have the 1000 pfd pro installed coupled to 430waas..and will be installing another 430waas and mfd with battery back-up... Should this not enable me to have the vac driven equipment removed or am i being misled, any of you folks have some experience with this ? Lets disregard that the autopilot is driven by the attitude gyro for now as it will be replaced in the near future and rarely is used now..

Just added a second mooney to CYBW... Marty

Booooooo! this update for the charts only works in the U.S. of A.....oh, woah is me...us Canadians always waiting ! by the looks of things i'm the only canadian concerned here......."cue the crickets".....

Thanks, I did a second trip over "the rocks" as opposed to through the valleys from calgary to creston b.c a couple weeks ago...i was about 12.5 on the way there and 13.5 on the way back, both vfr... I do not need to get anywhere that desprately that i cannot wait out the weather. But on the other hand, there would be nothing more i'd rather have these days than a 252...just to have the option of being in the FL's To me its 2 totaly different types of flying...lower/slower, almost a lazy afternoon or day of sightseeing and taking in all or as much as there is to see, and the second merely climbing above everything until about 50 miles out and dropping into an approach... I don't think anyone "needs" the turbo...but if i had to make my first purchase again, i'd do nothing different. However, if you do find yourself flying out "high/hot/heavy" a turbo might be the way to go... my 201 suits the mission i ask of her without question. Because of the experience i've gained "learning" to fly a mooney with my 201 i feel much more confident looking forward to my next purchase which will be a 252..