Spurious Moppet

Thanks for the thoughtful input everyone. Very helpful perspectives. I had been becoming more inclined to sell in the past couple years before any engine issues were known or suspected, but my wife is fairly attached to the plane. So it is a little complicated.

Would you mind sharing who did your IRAN and how long ago was it?

The 6 month estimate from Zephyr was for a full overhaul. Penn Yan estimated 5-6 months. I think IRAN is a reasonable possibility based on the hours on it and that’s what Zephyr suggested up front.

We had been thinking of selling our E model recently but a couple weeks ago I noticed it was suddenly using a lot more oil than normal (1 quart/hour). Left it at a shop to look into it. They ended up pulling a cylinder after scoping it and seeing some scoring and in the process also found a cam lobe and a lifter that was starting to get chewed up. The engine was about 800 hours since overhaul and 700 hours since IRAN (after hitting the prop on a tow bar) by the previous owner about 11 years ago. The airplane is pretty nicely equipped with GTN 650, GFC 500 and a EDM 900 engine monitor and some other stuff and generally in good mechanical shape. I talked to Zephyr about timeframe to get it overhauled and they estimated 6 months. I figure getting it IRAN or overhauled and reinstalled would be between $25-50k depending on what is found. Trying to understand if it would be money ahead to pay for the engine work and then sell or just sell as is as a project for someone else. Anyone have insight?

It’s great how much thoughtful consideration and discussion the FAA has spurred on around this important topic. I feel like a much better, safer Air Mission already. Now, we just need to graduate from Learners to Understanders. Then it will it all make sense.

Don’t tell me or anybody else not to tell you or anybody else to SHUT UP. I puffed my chest up a little when I said that. Felt pretty good.

I checked and mine is the #1 cylinder pipe. Sorry.

I might have one I’ll check this afternoon. It’s either for #1 or #2 can’t remember.

Oh I forgot to add, mine failed the leak down test, so I was pretty confident that the pump was the problem when also considering the other symptoms.

I had a nearly identical situation where the fuel pressure would drift down to 12–14 psi in the climb but then back to normal with power reduction, leaning or with the electric pump on. I had no visible leaking of oil or fuel from the witness line. Replacing the mechanical fuel pump fixed the issue. M20E

Before buying this check with Garmin on how much the STC will cost you. I thought it was around $600 but that was a couple years ago that I saw that on Beechtalk.

My E model max gross weight is 2575 so it would work. I heard something about the FAA administrator a couple Oshkosh’s ago saying there would be a primary non commercial category soon... Didn’t know it already existed. So what’s the holdup? Why aren’t people doing this?

Does anyone know where the data plate is supposed to be on the Lycoming IO-360-A1A? I think I might be missing mine... there is a rectangular set of holes on the right side of the sump that looks like where it might have been. Sounds like a bigtime paperwork hassle to get a new one.

I am always paranoid about this and more so now. I'm trying to think of the best way to handle it from a habit pattern perspective. It would be nice if there was a way to install a buzzer that would go off anytime either mag is not off and the master switch is off, or better yet if the mags aren't off and the engine is not running. I think I might make a little lockout pin with a flag that goes across the bottom of the switches after shutdown as a mechanical safety measure and a shutdown habit item similar to putting the key on the dash.

I printed the placards in clear weatherproof labels then clear coat.