Jake35
-
Posts
11 -
Joined
-
Last visited
Content Type
Profiles
Forums
Blogs
Gallery
Downloads
Media Demo
Events
Everything posted by Jake35
-
Carusoam - It's just the needle vibrating not the gauge. Jake35
-
Thanks for the reply Marauder. The gauge indications (range) are normal. Jake35
-
Thanks for the reply. The backup is engine vacuum powered not electric so that doesn't apply but I need to take a close look at the pump - which I have not done yet. Jake35
-
For the last month or so on start the vacuum gauge vibrates extremely rapidly. It smooths out above 1500rpm. It does the same when I engage the back-up system. The pump has about 170 hours since new. Any ideas? Jake35
-
Keep your Grumman! That Mooney sounds like a project that will cost far more than the aircraft will ever be worth. And, there will be more bad things pop up as you work on it. If you want a Mooney, find one that is already a good aircraft.
23 year C(mod) owner.
-
Never owned a Grumman.
-
-
Been there, done that with an IO-360 A3B6D then subsequently another change to an IO-360 A3B6 which wasn't quite as complicated but which came with it's own set of problems. I replied directly to Ben.
-
150 -155kts at 12,500 to 16,500 in a naturally aspirated C model is fantastic!
-
DHC,
I can't thank you enough for your heroic effort. I have just ordered a Lycoming overhauled A3B6 to replace my "D". I don't think they will supply a "D" anymore but I'm going to call them and find out because your description of the trials and tribulations of the change sounds like many extra AMUs and frustration to me.
Did Lycoming accept digital photos in lieu of the actual logbook?
Tom (Jake35)
-
I was wrong. Lycoming will supply the "D" engines but a magneto repair facility rep told me that it was getting difficult to find parts for the Bendix two in one mags,
so I'm sticking with my A3B6 order. He also said "get the Bendix mags" but after some research he determined that they were not available for the A3B6 engine.
So, I'm stuck with the "$1000 for a $40 Slick" as he put it.
Jake35
-
-
Interesting info Byron. I should hear back from the Lycoming distributor today.
-
HRM; An A3B6D is the most expensive ( have no idea why) of the Lycoming IO-360 series engines. C/D is simply my way of trying to describe what my aircraft now is. It was born a C but has been modified so that it is now configured exactly like an E. For everyone else; I discovered on my Lasar STC for the 200hp retrofit that I can also use three other IO-360 models with my current McCauley prop and two others with the Hartzell. Jake35
-
Thanks to all who have replied. Carl, N601RX, and M20F recommended getting the crack fixed. Wish it were that easy. Several local mechanics have said that the location above the front top hold down bolt for the #2 cylinder - it's not repairable. Not only that. Most ( I am told) engine shops won't disassemble an engine then reassemble it without doing a complete overhaul. And, I haven't heard back from Lycoming yet as to whether or not they will take my engine as a core. This is going to take a lot of time! Tom
-
Greetings friends, The engine in question is in my '67C model. It came from an '80 201. I posted the long version of this plea in the "old" Mooney forum. Basically I'm trying to find out if there are any other IO-360 models that will "plug and play" in place of the A3B6D. Thank you.
-
My faithful old C/E has finally bitten me on the butt! Running great right up to the day we found a tiny crack in the crank case. I'm too old to justify $40,000 for an overhaul and all the associated expenses so I'm considering trying to find a mid-time replacement. But, A3B6D engines are hard to find. How do I find out if there are any other IO-360 series engines that are "plug and play" replacements for the A3B6D??? ...............I'll post this in the "modern" forum also as the engine came from a 201. Thanks for your help.
