mcpilot

Urine is actually basic due to the urea. pH of about 7.4 or so. Still corrosive

Hi there... Yes that is unnerving. However in this case it doesn't apply. John was asking because he was wondering which battery to utilize as a spare. He as most folks on Mooney Space are pretty good people. I no longer own a Mooney and am driving an RV-7A but will stick around here because of the great people...

Hi there John. You can contact me at mcpilot@mac.com or via eBay

Hi there. It's on eBay. The link is above. It already has bids so the auction will continue till its scheduled end

I sold my Mooney. I now have a VANS RV and it's a little easier to pull around. Even with a bad shoulder...

I have a Sidewinder for sale on eBay. Here is a link the listing: Sidewinder Tow Bar for Mooney M-20 It works great and is practically new!

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Hi there.. Useful load 953 pounds. Was weighed in February 2014....

Hello everyone.. My very clean, no damage history, hangared and well maintained MSE is up for sale: Price $117,500 and accepting reasonable offers. The plane is located near Pittsburgh at KFWQ. http://www.trade-a-plane.com/detail/2161087.html Best to contact via email mcpilot@mac.com

Spoke with my IA today. He restores Warbirds and has a Beechcraft shop. He spends a lot of time doing complete bare metal restorations. When I mentioned this thread he explained that the big bore Continentals are not immune to valve problems. According to him, CHTs that are too low allow lead buildup and valves do not seat properly because the guide wear is uneven. They have valves departing fro the stem. He sees factory remans with 600 hours sometimes with this problem. As far as the Lycoming overhauls, he tells me that the roller tappets are the fix for cam spalling due to pitting. While the pitting and corrosion may still be present, the fact that the roller imparts forces in a different manner is supposed to lessen the incidence of spalling. In other words, they cannot make the pitting go away so they "deal" with it....

I think the roller cam will spall due to disuse corrosion just like any other...

take a look at the roller cam... roller.tiff

OK guys.. I am open minded.. I have a first run engine.. 1995 was the year it was made. How would you all go about an OH? New cylinders? keep the A3B6D? How much should I budget? I am not currently in need of an OH just curious...

OK.. With a Lycoming Oh you get a new cam now because of the roller tappets... Your call which route you want to take but I want the roller tappets and new cam and case...

That is to get a reman at the OH price...

This si for the standard service, does not have to be first run. They do not wan another shops field OH though.. maybe another reason to go with Lycoming.... Factory New, Rebuilt or Overhauled. Exchange engine core must not have been field overhauled since it last shipped from the Factory.

I am telling you that a Lycoming factory overhaul gets a new cam period. The roller tappets do decrease cam wear and are specific to the roller tappets. Lycoming has NEVER re-used cams in their remans or overhauls. The shop I spoke with included a new cam in their quote as well.. I have been a pilot for 31 years and am pretty familiar with the topic... Perhaps you can show me evidence to the contrary?

BTW Let's get back to the original reason for this post: A stuck valve What do you think caused that? The most likely cause is cylinders subjected to high ICP. The only parameter we have to monitor for that is CHT. That means at some point the power settings were in the dreaded "red box" The only way to be sure that the engine is not subjected to high ICP is with a multi problem/parameter engine monitor. I have been flying Mooney's for over 15 years and it seems like stuck valves are a fairly common occurrence. I think it would be great to learn from the OP experience and prevent these unexpected emergency landing from being as frequent as they are.....

The numbers I was quoted: IO360 A3B6 Lycoming overhaul (not reman) was $28,500 with new cam, roller tappets, new case. Any parts that do not meet limits are replaced with a NEW part. OH Shop $29,800 to start. That also includes a new cam. They cannot offer roller tappets and will not use a new case. If your case is bad.. you pay extra. These shops also used to reuse cylinders... How many of those do you think made it to TBO? Why not have the latest technology with the roller tappets and remove one of the biggest causes of engine failure? As far as reusing a cam? That is one of the highest stressed items in our engines. I want my engine to have the best chance of going to TBO again, I would replace. Most of the large OH shops will not reuse a cam or tappets. If you have your small shop do the OH or do an owner assisted one what warranty do you get?

The poster here said "do it yourself" meaning he sends parts out and gets yellow tags etc... No warranty there...

I got a quote from an overhaul shop here in the east and it was more than a factory overhaul and without roller tappets and the new case. I guess for some it may be a tomato vs tomahtoe kind of thing.. If I get a factory OH I get a warranty.

With a factory reman you get the roller tappets and most likely a new case. The engine is to factory new limits which usually means lots of new parts

Well done on the safe landing. I am curious if you noticed any warning signs like "morning sickness" Also, did you run LOP or ROP and how many degrees? Best Mike

What happened to you guys?