irishpilot

I'm in! I'll have to leave by around 2:30-3 pm for an afternoon engagement. It sure is a long flight from KMGM - 14 minutes or so!

On 2/6/2016 at 7:15 PM, Shadrach said:

 

1 hour ago, Browncbr1 said:

If you're like me, you spend about $10k per year flying.  Sell the plane, save $20k, and then you can purchase a J maybe like polito said.  You've probably learned a lot since owning your mooney, so you will know what to look for when you get back.     

While you're there, join a club and island hop on occasion to keep yourself current. 

 

That is my go-to plan as of now. I'm a CFI and about to add my CFII. The aero club at Honolulu has a lot of planes and I'll teach on the weekends as they need. 

I just don't see how putting the time and money into ferrying the plane will be worth it.  Even if I did it cheaply, getting the plane to HI and back would probably add up to 1/4 of the cost of the plane. 

Hey all, this is more of a gee-wiz question to see what others think concerning whether to keep or sell a Mooney.  I'm moving to Honolulu for two years and am not taking the Mooney (yes, I price checked a ferry flight with bladders...about $10k, each way...not gonna happen!). It's a '65 M20E that I've owned for about 7 months (wasn't planning on a move to Hawaii). I've put a lot of time and money into it and it is a great flying machine now. I have interest from the local flight school to lease it back for commercial training and complex endorsements.  I really like the plane as I use it every week for commuting (5-7 hrs/wk).  I am not financially constrained, but don't like tying money up where it isn't making me money or going to something I can use.  Mind you, if I sell, then I'll buy another Mooney or A35 Bonanza when I move back.

So, would you keep it or sell? List your main reason for your choice. Thanks in advance for your outlook.

Oil analysis is a trend indicator. If you have metals that continue to climb or spike it is telling you something. If an engine starts making metal (copper, iron, zinc, etc) there is something wrong. Just ask any engine mechanic what the oil shows when an engine spins a bearing or a cam lobe flattens.

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Does excess blowby result in a lot of engine failures?

Not necessarily. Combined with other factors it builds a picture of the engine's overall health. The first thing I'd do is call Blackstone and give them the tail number and see what oil analysis is on file, plus send in some oil to see the current numbers. When I did that, I found a high content of iron which suggested rust on the cylinder walls. If you have excessive blowby, with an oil analysis that shows high copper content and iron, you could be looking at an engine which has worn main bearings (copper) and rust from sitting (iron).

As far as excessive blowby is concerned, it is an issue that will only get worse with time. Realize that it can foul out spark plugs and it lowers your overall power. My engine had a high oil consumption and I continued to fly it until I lost a cylinder due to fouled plugs. If you haven't had the pleasure of flying on three cylinders, it is not something I'd like to deal with in IMC.

I disagree that compression checks are not worthwhile. Bad rings or bad cylinder walls will directly affect a static compression check.

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I had a very similar issue. I decided the blowby was worth the top end overhaul. I am very happy with my decision. I turned wrenches for 30 hours, time towards my A&P, got to know the plane and my maintenance crew. The plane now burns 1 qt every 25 hours. The question really is, do you trust your engine at night or IFR or with your family? If the answer is no, then I think you have your answer.

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I am sure my plane does. It is electric gear. Not the J bar.

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Hey all,

I'm looking for an airspeed pressure switch for a 1965 M20E. I heard the switch is the same for E and F models. If you have one in good working order, please let me know. 

Mine was on the plane when I bought it. It always starts. Usually within two prop turns when cold.

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Make sure you are coordinated prior to adjusting any roll. Many times, if your rudder trim is a half-ball out, it will cause a turn.

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What I took from the article is that airlines are forecasting increased growth that will outpace current pilot supply. That, combined with the increase to 1500 hrs for ATP, shrinks an already small pool. That program may or may not work, but I think it shows that the airlines will have to come up with creative ways to create qualified pilots. This increase in demand is also affecting the regionals, and this is still a free market economy. If the demand far outpaces the supply of regional pilots, pay will increase.

I think the next 10 years, barring any 9/11 type event, will be good for those wanting to fly for the airlines.

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My IO-360 top end required 10 hrs to seat the rings. I assume it is for the same reason for yours. If your engine is not using excessive oil after the first 10 hrs, then you probably have seated the rings. However, follow the guidance for break-in per Lycoming instructions.

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I also volunteer if you still need help.

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It's not my money, but my plane has it and I use it when shooting approaches down to mins. Just a few weeks ago I used it to shoot an approach in the wx in KATL and I had plenty of brain-bytes to focus on the radios Andy approach to DH.

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Hey guys, I want to close the loop on this. The cylinders ended up being unserviceable due to rust. I picked up four low time overhauled cylinders from an engine shop who stands by their work. The engine has 15 hrs of flying now and has 78+ compression on all cylinders and burns 1/2 qt every 4 hrs. The top end overhaul was well worth the time and effort.

We ended up flushing the case, internals, rear gears, inspecting and reassembling. I learned a ton from my A&P. Erik and Box Aviation in Montgomery was very patient.

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Does your plane have newer instruments, 530W, GNS, etc?  I found that my plane had a some "creative" wiring with the 530W that had to be fixed.

Is the A-30 encoder in working condition? 

That's what I was wondering. Thanks.

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Where are the seats located?

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So I just am finishing up an engine top end overhaul and the oil analysis plays a big part in letting you know exactly what is going on. Test the oil every time you change your oil. Don't get lazy with this one. The oil can alert you to an impending component failure long before you experience it inflight. Also, it serves as a trend item and will help you show a prospective buyer the health of the engine. I'm about to start flying my plane again and you can bet oil analysis will be done every oil change.

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That looks really clean! Congrats on the upgrade. How did they end up wiring the new panel to protect electrical failure? I've seen different methods in the experimental world, but not on our planes.

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Thanks for the great post. The engine shop had a set of used cylinders that are in great shape. They overhauled them at good price and they stand by their work. I've got 850 til TBO so they should get me there. Buying new ones now didn't seem like the best option. I'll be putting them back on tomorrow and hopefully ready to be back in the air by Thursday

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The shop came back and said that the putting on the cylinder walls is too much. They do not recommend a rebuild. The rings on the Pistons haven't been made in 30 years. They can sell refurbished cylinders for $1100 each, or new for $2200. They recommend refurbished unless I'm doing a full rebuild. Ya'll have any insight? Is it true an engine overhaul adds 25% to an aircraft value?

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5 hours ago, irishpilot said: No missing or broken rings. The #4 piston was the worst but all four have blow by. With the amount of work it takes to pull the top end apart, I don't feel that comfortable just throwing new rings in. It may get to TBO, it may not.

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So the "ring debris" mentioned earlier was just carbon?  What's odd is that oil consumption jumped all at once after running it for several months. With cylinder corrosion, I would expect it "$#!t the bed" the first time it was run after being idle or gradually decline over the next 20hrs. Running fine for 30-50hrs and then having a spike in consumption surprises me.

Afirm, the ring debris turned out to be a lot of carbon. Yesterday I rechecked the debris and it was just a lot of carbon. The filter had a few small aluminum slivers. With the amount of scratches on the top of piston #4, we are pretty sure it was the source.

The oil consumption was a qt/3-4 hrs and within the last 7 hrs went to 1qt/1-2 hrs and the breather tube was pushing oil onto the belly. Plus it fouled plugs on the last flight. Definitely a noticeable change for me within the last 7 hrs. Any theories on the sudden jump?

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4 hours ago, irishpilot said:  I don't feel that comfortable just throwing new rings in.

FWIW, I never suggested just throwing new rings in.

IRAN (inspect and repair as necessary) can be as much or as little as you dictate.  Check and possibly replace valves and valve guides?  Absolutely.  Hone the cylinders? Absolutely.  Repaint?  Most shops will do that, too.

You pay extra to get the word "overhaul" on the 8130 airworthiness tags, even if they do the exact same work.  Since there is technically no such thing as a "Top Overhaul", I'm not sure what the point would be, especially if you plan to keep the airplane to TBO.

Thanks for the clarification. I do appreciate all the time everyone is taking to help me with this issue. Plane ownership is not for the faint of heart.

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