cbarnes403

Update and yea the engine and mount are missing cam replacement and mount overhaul

Had mine overhauled at Aircraft Propeller Works in Auburndale, FL last December, $6K for a 3 blade Hartzell and the governor. Bite the billet and have it overhauled.

When I worked in an Engine Shop, we would always bring the engine back to factory limits, however not being a factory certified shop we had to call ours Overhauled and not Rebuilt. As far as the number of overhauls an engine will take is how it is operated. And we had a test box with the calibrated gages for the engine ground runs, most of those where installed in the aircraft with an air deflector on top of the engine and we used a test prop also. Can't remember ever using the fly break-in method.

I think this may clear up some of the issue, basically Overhauled are the easy repair with limits involved, Rebuilt are back to factory new specs (much closer limits/tolerances) So to answer the question, if it is well documented and is a good price, buy, install and fly. i. Overhauled. Describes an airframe, aircraft engine, propeller, appliance, or component part using methods, techniques, and practices acceptable to the Administrator, which has undergone the following: (1) Has been disassembled, cleaned, inspected, repaired when necessary, and reassembled to the extent possible. (2) Has been tested in accordance with approved standards and technical data, or current standards and technical data acceptable to the Administrator (i.e., manufacturer’s data), which have been developed and documented by the holder of one of the following: j. Rebuilt. Describes an aircraft, airframe, aircraft engine, propeller, or appliance, using new or used parts that conform to new part tolerances and limits or to approved oversized or undersized dimensions that has undergone the following: (1) Has been disassembled, cleaned, inspected, repaired as necessary, and reassembled to the extent possible. (2) Has been tested to the same tolerances and limits as a new item.

Looks like the crankcase seal is leaking.

Thats a lot better, but just nit picking, I would reduce the number of twist by 3 or 4. But it looks correct and put a hook on the end wire so you don't snag it later.

Looking at the photo again, either the belt is really to tight or you need a shorter/new belt. It looks like there isn't any more adjustment on the alternator arm for the belt Also looks like the belt is riding low in the grooves. Just an observation.

Sorry, but that is backwards Bring the wire through the bolt and point it in the direction it will be secured. The wire going over the top of the bolt needs to go on the right side of the head.

What was your oil pressure when you notices the high temp. High oil temp would also effect the oil pressure by reducing it. Could just be a bad gauge, time to upgrade to a JPI.

Here is a great web site on aircraft hardware, do a search for spacers or go to page 157. https://www.askbob.aero/sites/default/files/Genuine_Aircraft_Hardware_Catalog.pdf

Florida collects 6% sales tax, and the county has a $50 fee

Looks Great!

Having worked as a A&P for a shop, its normal for them to mark up parts. With that said I can't remember marking the part up 67%, usually 30-40% was the norm, but he may be covering the core charge in his markup. The final invoice will tell the tale.

I may have one, I'll look for it this weekend and let you know.

Looks great, good fab job.

Aircraft Spruce http://www.aircraftspruce.com/menus/ap/insulation.html Here are the FAA requirements Functions Aircraft Thermal/Acoustic Insulation Materials Functions and Requirements Both thermal and acoustical insulation is required on passenger aircraft. Historically, both functions have been provided by the same material system, which has mostly been fiberglass batting encapsulated in a plastic pillowcase covering. Covering plastics have been predominantly PET (polyethylene terephthalate, which duPont calls Mylar), and a lesser quantity of polyvinyl fluoride (PVF), which duPont calls Tedlar). Kapton, a polyimide film made by duPont, was used in the L1011 program by Lockheed. Thermal The thermal environment outside an airplane produces fuselage skin temperatures from about –60F when in-flight at altitude to about +160F when parked in direct sunlight in the desert. The amount of insulation needed for the air conditioning/heating system to economically produce comfortable cabin temperatures varies with airplane type and location. However, except for a few places such as the crown area over the aft passenger cabin and the lower fuselage area below the passenger floor, acoustic requirements predominate. Therefore, except for those places, the amount of insulation present exceeds that needed for thermal requirements. Acoustic Outside noise is generated by aerodynamics and engines. Insulation is used to attenuate outside noise to allow reasonable levels of comfort and verbal communication inside the passenger cabin and flight deck. The acoustic attenuation needed varies from airplane to airplane, but is generally substantial and insulating material of very high acoustic efficiency is used to minimize the amount (weight, volume) required. Fiberglass batting, using a very small fiber diameter, is a highly efficient acoustic attenuator. Fire Barrier Currently, insulation using fiberglass batting will resist fire penetration in lower-intensity thermal environments. Cargo compartments are required to have liners that are fire barriers. In some compartments, the thermal insulation lining the fuselage provides the fire barrier. For these areas, the requirement involves a Bunsen burner test fiberglass batting easily passes. The FAA has released information in press reports that it plans to propose a requirement that insulation be resistant to burnthrough in an intense thermal environment like that of a fuel-fed fire. All insulation material systems would have to be redesigned to meet this requirement. Requirements - Must perform acoustical, thermal, and fire barrier functions - Must not be heavy Any new insulation materials system must not substantially exceed the weight of existing systems, which averages about 0.1 lb/sqft. Glass batting varies from 0.34 to about 1.5 lb/cuft, with lighter weights predominating. Batting thickness is about 5 inches in the crown area, 3 inches along the sides, and 1 inch below the passenger floor. Covering material varies from 0.5 to about 1.5 oz/sqyd, with 0.5 and 0.9 oz/sqyd predominating. - Must not cause or promote corrosion to the aluminum fuselage structure - Must not be electrically conductive - Must not interfere with inspection of the fuselage structure for corrosion, cracks, etc. - Must meet regulatory flammability requirements - Must not absorb large amounts of water - Must not have adverse environmental and/or health/safety effects either during fabrication and installation, or in service use

Excellent color choice, going to look great!

How much for the Directional Gyro and HSI?

I would go with the Superior, they make a good part and the price is reasonable.

He would have only done that once....

Here are a couple of photos from mine, i'll try to get one from the rear of the cooler.

It all started with upgrading the panel and just kept going. I was fortunate that I was able to buy the STC from Coy Jacobs and there was a M20K available for parts. Hindsight I would probably go with the LASAR kit. My labor (free) and hire a A&P when I need the extra hands. And not being in a hurry to complete it helps.

Can Admin move this to the Pre J forums

For some reason photos are turned 90 out on the earlier shots Purchased the STC from Coy Jacobs/MooneyMods in Tampa last year. Completed most of the LASAR Mods

A few photos of my windshield upgrade.