rohit

talked to the Western Skyways Eric wants me to do the pressure test on a warm engine > So we have to put the governor back warm up the engine and run the pressure test again. He claims it will read low on a cold engine. So the plan is to put the governor back. Start the engine. Check the Dome pressure Nitrogen. Check Idle engine oil pressures and try do a feather check and see what happens.

Thanks Matt, So I have a mechanic looking at the crank shaft plug today. We will make sure the governor is the right one. When the mechanic put pressure from the governor port to the props to 100 psi it would hold about 14 psi. My thought is its either the plug or the the bearing at this time. Any more thoughts are appreciated

http://westernskyways.com/ did the engine in july 2016 . i just bought the plane 3 weeks ago . no problem at pre buy. the previous owner had inflight crank shaft broken and engine shut down. that was all repaired. no cause found. not sure about the details of the warranty yet trying to find out. recently replaced crank shaft makes me suspicious that the valve came off. //??? can a front bearing fail that quickly in 50 hours of flying since overhauls

thanks for the detailed explanation. i will ask my mechanic to do the crank shaft seal check. will this cause the pressure test to fail ? how much can a front bearing repair cost on a lycoming ? my governor was accentuating a bit so they did work on it , not a complete overhaul but ' fixed something'

thanks for the detailed explanation. i will ask my mechanic to do the crank shaft seal check. will this cause the pressure test to fail ? how much can a front bearing repair cost on a lycoming ? my governor was accentuating a bit so they did work on it , not a complete overhaul but ' fixed something'

its a piper mojave. the mechanic did this test (described below) and said the pressure was around 2 psi. the engine was rebuilt about 9 months ago and the plane has flown only 50 hours since. then. I am not convinced this is related to oil transfer problem ( of course more $$$) and because engine was recently done. Governor checked out ok at the shop. To check for this problem, the prop governor must be removed. Use shop air and an air gun with the rubber tip inserted into the prop transfer hole in the governor pad. Put full shop pressure on this transfer hole until all the oil is blown out of the main bearing (no gurgling is heard). When you start this you should notice the prop blades go to immediate high-pitch setting on singles or against the low-pitch stop on most twin-engine governors. If you want to kill two birds, you can just pull the prop governor and do this check, seeing if the blades go to high pitch, checking for hydraulic lock, sticky blades, and blowing all the oil out of the bearing at the same time. You'll have to do this two or three times so that the oil will be removed from the prop dome. Caution: Do not pull the rubber tip out of the hole until all the pressure inside the prop dome is released. If you do, you will be covered with a huge spray of oil. Also note it should only take about 30 to 40 psi for the prop to go to its pitch stop. Now hook up a compression tester to the shop air hose and the rubber-tipped air gun to the compression tester instead of a cylinder fitting. Set the compression-tester regulator to 80 psi, as you would for cylinders. With the rubber tip held up in free air, activate the air gun. Make sure that the source gauge reads 80 psi and that the cylinder-side gauge reads zero, with all air escaping from the air gun. Now, put the air-gun rubber tip back in the oil-transfer hole and fully activate it. The only air leakage should be a small amount from the transfer point. Set the compression tester to 80 psi and read the cylinder-side gauge. On a Lycoming, the pressure held by the main bearing should be between four and 20 psi. The low figure here is a little hard to see sometimes, especially with some gauges starting at 10 or so. One reason a Lycoming transfer system can go so low is the engine operating oil pressure. They run between 60 and 90 psi, which aids in lessening the oil leakage from the transfer region in the center of the front main bearing. A Continental should be no less than 40 for the engines with transfer collars. For the Continental engines with the transfer in the main bearing, the cylinder-side gauge should be no lower than 18 psi. If the cylinder-side gauge falls out of these specs (on the low side), then the transfer system is bad and the engine must be disassembled. If this is not the problem, the governor should be sent off for a thorough bench check.

This is not on a mooney, but on a Lycoming engine (L)TIO-540-V2AD During prop check : left engine shut down and prop feathered. We checked dome pressure it was low. fixed that problem. took off and flew for an hour. landed and during taxi the left engine feathered and shut down. governor was taken out and found to be perfectly ok pressure checks : low like 2 psi. What do i do next.