MBDiagMan

Ha! You’re right! They could jut multiply the TBO numbers by 1.3!

Seeing a large number of results can be as, if not more, informative than chemical analysis. Results is what interests me most.

For a non precision dive and drive approach it’s plenty good enough. Actually you add a little to the descent rate for that. On a precision approach your flying the vertical needle anyway, so it’s only a guideline. It works wonderful for me. I’ll make note not to waste time flying with you while you’re focused on getting numbers to the last digit rather than focusing on a safe approach.

My 1100 hour IO 360 was sorted and running great when last August at Annual it showed metal in the filter. When I saw that I was perfectly willing to pull a cylinder and look around. All that revealed was a very slight line of corrosion on a cam lobe, but we couldn’t see the front lobes as well as the rear where we pulled the cylinder. My IA mechanic recommended flying it 15 hours and sending off an oil sample since we had not taken a sample at the annual. I did that and the sample showed iron. We agreed to start tearing it apart. Cylinders came off and revealed two front lifters spalled. Thought it could get cam and lifters and go back together good to go. Kept peeling the onion and found worn bearings and the crankshaft and case didn’t look great, so time to overhaul. I took the crankshaft, rods and other parts to Aircraftspecialties and the case to CSI. Sent mags to Missoula, MT. The lead times on both exceeded 8 weeks. I took the wide deck cylinders to Sal in Prosper, Texas. (if you go to Sal’s you won’t be able to leave until he shows you his pristine 1957, 270 HP Vette that he’s owned since he was 17 in 1961). The crankshaft had to be plated and machined and ended up .003 under. The case came out wonderful. The mags were back in short order. I was on waiting lists all over trying to get the new DLC coated lifters. It was beginning to look like I would have to put it back together without them when David at Aircraftspecialties came through with a set and a Lycoming cam. Sal thought the cylinders would work out well and I was glad because they’re tough to get new right now. They were nickel so he had to send them out to certify the nickel. He was calling them low time cylinders and said they came out great. They got it all back together and started it Thursday with only one full revolution. It really sounds great, but there was silicone seal on a baffle that he wanted to cure before I flew it. My schedule won’t permit flying it until Tuesday. Cant wait. If you see a plane flying racetracks above KOSA Tuesday, that will be me. I expect to get it tested and run in before our family traditional get together in Galveston for July 4th. There were lots of things that I got sorted on this plane before all this. It think it will now be a great plane!

https://www.aviationconsumer.com/industry-news/oil-supplements-worth-it-for-many/ The Camguard blurb in this article indicates that it is largely an anti corrosive.

I did some quick reading about Camguard. I thought it interesting that they claim that they have anti wear additives superior to ZDDP but they did not say anything about what they are. ZDDP is a sacrificial metal for extremely high pressure. I wonder how they prevent extreme pressure wear without a sacrificial metal?

As I understand it, camguard is not billed as an anti wear additive, although it may have a certain amount of anti wear agents. It’s effectiveness is supposed to be due to its ability to cling to the high cam and lifters over a longer period of time in order to prevent corrosion. Corrosion is often what leads to the lifter spalling problem. That said, it is correct that any additive is a bad idea during the break in process. In fact, I have read that the mineral oil for break in is a throwback to the WWII era and is no longer necessary or desirable. My Cessna engine broke in great with Cross Country. They had already started pouring mineral oil in my fresh IO-360 Thursday before I noticed, so I let them fill it up with the stuff. I will get it out as soon as I see consumption reduced.

My highly experienced IA mechanic holds the opinion that Camguard is snake oil. He’ll pour it in if the owner supplies it and clearly wants it added, but he won’t sell it.

You don’t need a calculator doing it my way. Do it in your head very easily. 100/2 is 50 and move the decimal place here it obviously belongs.

The geometry is the same. In fact, that’s why they call it the “climb/descent” table.

Everything and I mean EVERYTHING is on a long delay right now regardless of the name of the maker. My very basic Lycoming IO 360 was last flown in January. They took the engine apart in F3bruary and I started waiting for parts and machining resources. They finished it Thursday. I went through the same delays with my Cessna engine late last year. This s the world we live in today and not only Mooney and not only Aviation.

I just got my quote yesterday. It was up 40% last year and another 25% on this quote. Considering self insuring.

This is a common skill that is tested in the instrument written. The table shown is more than adequate. For a 3 degree glideslope which includes most, but very close to 2.75, simply take the ground speed during descent and divide it by two and multiply by 10. For instance 90MPH divided by two is 45, times ten is 450 FPM. Very easy to do in your head.

One of my problems is that my other plane is a nimble little ragwing taildragger. I just stall it onto the ground in a three point cnfiguration rather than flying it a foot above the runway until it settles onto the runway.

The title is the question? I landed my C wonderfully with no flaps. Very easy! When I was transitioned to the F (with all J aerodynamic improvements) I was taught to land with full flaps and essentially maximum nose up trim. I have never tried landing the F with no flaps. I really struggle with the F and full flaps. I haven't flown it since January while waiting for the engine overhaul. It’s now ready to go and if I’m going to change my technique, now would be the time. Flame suit is on and ready for responses.

My field overhaul is almost done. I’ve paid for everything except the shop labor bill. The tally is up to about $10.5 K. I expect the labor to be $6000 to $8000 if the engine bill for my other plane earlier in the year is any indication.

Yes, the roller lifters came along in the SBC in ‘87 or ‘88. My ‘88 L98 Vette had them.

Yes! CSI rocks! Mr. Jewel at Jewel Aircraft Engines put me onto them. Jewel is another source for a case. He had some as of about three months ago.

I sold a case to CSI in Sand Springs, Ok about two weeks ago. It is already machined by them and ready to go.

Baker, Sorry you’re getting pummeled here. As frustrated as I am about this, I fully realize that you are probably more frustrated than the rest of us since it effects your livelihood. I’m not one to shoot the messenger. We appreciate what you’re doing to try to keep us informed. Skates, Sounds like time has paid off. If I hadn’t run into not one but TWO engine rebuilds this year, I would have done exactly what you did. Good move.

It’s June 1st.I’ll take t to the avionics shop for the installation. I’m sure they’ll be ready for me.

dominikos, I admire your faith, but it sounds as if you are just now boarding the train. A month or so ago someone posted on this forum that King told them it would be certified in May. Now you have been told it would be certified in June. As much as I hope this is correct, in August or September of 2018 I stood across a trade show table from the TruTrak guy. He looked straight into my eyes and said “ it will be certified for Mooney aircraft next month.” They have continued to kick this can down the road for over 2 1/2 years. I remember my Grandfather teaching me “it’s always your last chance when you’re making a first impression.” In the case of these people their first impression was good, but a few months later after looking me in the eye and telling me a falsehood, it faded away. The impression has gotten worse with every time they have made the same old worn out claim and it still doesn’t come true. I was counting on what they told me to be true and here we are over 2 1/2 years later and still nothing. I just hate to see you make plans based on this happening and then being sorely disappointed as I and many others have been.

Thoughts about the Trutrak have come to b something like “if I were to win the lottery.........? We all need to have our impossible dreams.

Flat tappet auto engines DO have such problems, in spades, especially after the oil providers removed the ZDDP additive, so necessary for flat tappet health, without telling anyone. Many old cars that are only run occasionally do exhibit such problems, but they often go unnoticed. Do you know anyone with a classic car that cuts their filter at least once a year?

Read post number 14 in this thread written by ArtVandelay.