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Very important So today i went out to plane and started it . Everything seemed perfect until I did my run up... all seemed good. But then the engine just quit. I put the boost pump on and the engine restarted. The it quit again....! If the engine did not stop i would never have known that i had a problem I stopped the plane to find out that fuel was pouring out the cowl flap. I would not have seen that or even known about that if i was in sitting in the plane. Now under another thread last week i asked about a flickering low fuel pressure gauge . Maybe that was the start of the problem or the first indication. And i suppose we all have different experiences but this is one i do not wish to repeat. But i actually dont know how you could know you had this problem I got out of the plane to find the gas flowing out of the cowling. I got the plane was operating I have no idea whether this plane would have had the power to take off with a failed engine driven fuel pump or if i would have hit the high boost while "on the roll"/ would it have had the power to take off I just dont know if i missed an indication of pending doom or not. last week i reported a very tiny ficker in the fuel gauge needle and discussed it here . Most thought it was normal. I had no fuel stain on the ground when i pulled the plane from the hangar and i did not have any hint of this issue. The mechanic pulled the cowling and confirmed that fuel was flowing from the engine driven fuel pump and the feeling is that when the fuel pump fails that it will just spit out gas and even more gas if you turn on the high boost pump Thank goodness i caught this on the ground. I had no indication and the only way i would know if i had a problem was if i saw fuel leaking ( not possible I'm in the plane ) or a zero fuel indication. Very scary Thoughts. Peter

So since it appears that this is another one of those "All In" Annuals,We (Charlie, my local IA and I) decided to change the old engine mounts (With the approval of the banker - AKA wife) this year. "May as well", was my answer since we are topping the engine. The old and new mount from the lower right are side by side in the pics. Not only had it twisted because it wasn't installed aligned with the dial pin on the frame, but it was over-torqued and had completely collapsed. A picture is worth a thousand words, but all I could say after we removed these was "Wow".We also have engine angle pics before and after that I'll post when the new cylinders and baffling are installed.As an aside, anyone thinking about replacing or overhauling a Lycoming cylinder, give Airpower a call. Their prices are unbelievably good on factory new as well as Superior, and ECI kits. Considering that Factory new came with new piston pins and caps the price was minimal in terms of difference. Add in a 2yr warranty parts and labor on Lycoming cylinder kits with unlimited hours and it was a no-brainier. Having peace of mind that the Cam is in impeccable condition, I figured it to be worth a topping now to guarantee running to TBO and maybe a little extra if condition permits. I'll follow up throughout the break in process with how the MVP 50 reports and how all develops for anyone interested.I will say that this is the most extensive owner assist work that I have ever done, and I certainly have a renewed respect for A&Ps :-).

Purchased my M20K/Encore conversion last October. Been loving it ever since. But I've noticed the electric trim has been intermittent a few times, getting worse over time. Really screwed me up on short final the other day, so I had it looked at and it appears the servo has issues. The bad news from my mechanic: Anyone know of any other options for getting this servo replaced or overhauled? I'd love to not spend an additional $6k so soon on this airplane! Cheers, Nicholas