MBDiagMan

Yeah, but that Mooney is too cramped! I can’t fit in one!

I fully expect that your chimp will be flying zero/zero approaches before there are Trutrak autopilots approved for Mooney’s.

I think I now understand your question. I’m not an aircraft mechanic, but I grew up in my Dad’s auto repair business in the days when valve jobs and in frame overhauls were very common, so I think I have some experience and understanding that transfers to the subject to some degree. If repairs, and that’s what IRAN is, are done by a competent, experienced and conscientious tech under the correct conditions and circumstances, then there’s absolutely nothing wrong with it. Most aircraft owners are NOT mechanics and often they’re flying is well funded. As I said earlier, the stakes are higher with the reliability of an aircraft engine. I am currently going through what began as an IRAN on my IO-360 A1A. It began by making metal. Upon inspection we discovered the need for cam and lifters. We thought that we would be able to simply split it, replace cam, lifters and maybe bearings and be good to go, but we knew that you can never know until after tear down. Once apart it was apparent that the case and crankshaft were questionable to the point of needing to be sent to the machine shop for proper evaluation. Once we know we were going that far, then it was apparent that a zero time overhaul was the better approach. Many factors were part of this equation including engine time and cylinder condition. Most people don’t understand engines and many in aviation can afford a fresh engine and naturally feel that an engine shop MUST be better than one rebuilt in a hangar in the boondocks. Perception is reality. If you perceive the more expensive engine to be more reliable because you paid more money for it AND you can easily afford it, then that is your perception and you will fork over the money. When you head into an IRAN always realize that it must come apart and keep in mind that you never know what you’re going to find. If you realize that, you can do the repair and properly inspect everything then decide whether to continue with repair, overhaul or exchange at an engine shop. Repairing is fine as long as you don’t lose sight of the big picture. My $0.02,

Well there is some logic to being quicker on the trigger with an aircraft engine overhaul. With your road vehicle you just coast to the side of the road and call somebody if it quits. When an aircraft engine quits you have a much different set of options.

You mean for the whole job, not just for repairing the case, right?

Panel, interior and paint along with a solid engine is great, but it needs to be at that quality underneath too. It needs to be corrosion free and no damage history. A corroded or poorly repaired gear up would be akin to building a beautiful house on a shaky and cracking foundation. If it is also indeed solid and pristine aircraft underneath along with all the things you described, then yeah, I believe it could be a $100K airplane.

Yes, for all you know, you might find an unusable case and crankshaft. At that point the ante increases quickly. Right now if you want it back together quickly it probably won’t happen. Many parts have a long lead time right now.

There is really no way they can tell you how much an IRAN will cost without a complete tear down. Have they torn it down?

May? Sure! I’ll start tearing apart the plane to get ready for the installation.

I should have specified that on the IO-360 A1A I is definitely necessary to split the case to change lifters. It is certainly also necessary on other Lycoming models but I have no idea exactly which ones. I read that there are indeed some Lycoming with barrel lifters. The mushroom lifters in my engine though can’t be removed without splitting the case.

No, it is necessary to split the case to replace the lifters.

Automobile engines have positive crankcase ventilation that does a massively better job of keeping moisture out of the crankcase. Before that, in the sixties, engines slugged and corroded so badly I don’t know how they ran as long as they did.

Thanks Igor. From my sourcing efforts I can believe that. I think my hold up is going to be inspection and machining of the crankshaft, but 5here may very well be other parts that come up delayed.

AirPower is the one that told me they are currently unavailable due to hydraulic units being unavailable. I will try ly con

Assuming I don’t run into other parts sourcing problems this overhaul won’t take months. I will see what I can find in the Spruce catalog. Thanks!

I checked with the Lycoming distributor unable to get new Tappets at this time. Hydraulic units are back ordered causing tappets to be unavailable. Does anyone know where the DLC coated IO 360 A1A Tappets can be purchased at this time?

Yes, I still have the 140 and finished it’s overhaul not long ago. It’s running like a Swiss watch and although not very fast, it beats driving.

Well, the case is now split, and it will now be an overhaul. The case and possibly the crankshaft will need attention.

I would have to look in the logs to confirm Yetti, but I think 2001.

Yes A64, the case is being split to replace the cam and followers. That’s the only way that the. operation can be accomplished. No, A&P is not doing the work. Two A&P/ IA’s are doing the work. They are massively experienced and competent.

If you don’t want to use it, why remove it? Simply slip a rubber band over the button and enjoy your hand flying.

All I’m saying is that mine was more stable after the rebuild. They replaced a gyro or two as I recall. As Hank Sid its no5 an autopilot, but mine makes it easier to hold a heading on a long straigh5 flight.

I believe your control head needs to be rebuilt. I sent mine to the shop recommended by Britain for rebuild and although it is a little sensitive in its adjustment, I can now dial it in with a little dinking around and then it will hold my heading for quite a while. The shop I sent it to was Pierce and Strait in Tulsa. I highly recommend them.

Wher can I purchase DLC lifters?

It’s an excellent data point to exalt the advantages of a low cam.