PT20J

Interesting comment to FAA from Mike Busch included in the Docket for the original 2017 AD: FAA-2017-0788-0017_attachment_1.pdf EDIT: Link to AOPA letter Mike referenced in the above comment. https://download.aopa.org/advocacy/0803_MSB_letter.pdf

I agree with your analysis. But, since the 2017 AD was issued, Lycoming has determined that physical inspection of the bushing(s) can be replaced by inspection of the filter and suction screen. It is difficult to determine what parts are in a field overhauled engine from the “ship date” effectivity used in both ADs. So, it would seem reasonable for the new AD to “supersede” to 2017 AD. Unfortunately, no one made that point when the NPRM was issued (how many of us even knew about it?), and now that it is a final rule, the FAA isn’t likely to want to change it. But, I wonder if the FAA might accept the new AD as an alternate means of compliance with the 2017 AD?

It was explained in the excerpt from the Docket I posted earlier.

The o-ring is the seal. They are designed to be replaceable.

I was referring to the new AD. The 2017 AD should have been complied with by now.

You can't double up o-rings. The o-ring on these valves seals against the underside of the wing. You need to figure out what's causing the leak. Make sure the o-ring is not damaged and there is no damage to the area where the o-ring seats. The valves need to be tightened snug but not overtightened, You could try putting some fuel lube (EZ-Turn) on the o-ring before assembly.

The AD does not require any tearing apart of engines. It simply requires inspection of the filter element and suction screen at routine oil changes. The only time you need to remove cylinders is if you find bronze chips.

So, what did the FSDO say when you called them?

From the FAA Docket FAA-2024-1695 https://www.regulations.gov/document/FAA-2024-1695-0001 Background The FAA received five reports of uncontained engine failures and IFSDs due to failed connecting rods on various models of Lycoming reciprocating engines that were overhauled or repaired using any replacement part listed in Table 2 of Lycoming Mandatory Service Bulletin (MSB) No. 632B, dated August 4, 2017 (MSB 632B), which was shipped from Lycoming during the dates listed in Table 2 of MSB 632B. As a result, the FAA issued AD 2017-16-11, Amendment 39-18988 (82 FR 37296, August 10, 2017) (AD 2017-16-11), which required an inspection of connecting rods and replacement of affected connecting rod small end bushings. Since the FAA issued AD 2017-16-11, a manufacturer investigation determined that affected connecting rod small end bushings may be installed on additional populations of Lycoming engines. The manufacturer also determined that degradation of the connecting rod small end bushings is detectable during oil change inspections. This condition, if not corrected, could result in connecting rod failure with consequent uncontained engine failure, total engine power loss, IFSD, and possible loss of the airplane. https://www.lycoming.com/sites/default/files/attachments/SB632B%20Connecting%20Rod%20Identification.pdf

Sorry, I didn’t look at the other switch.

Very nice! I’m curious about the process to get the data plate replaced. We had to do that on the museum DC-3 because we discovered that Douglas got the serial number wrong when they converted it from a C-47 to a DC-3 after the war. We had all the documentation, but Boeing didn’t want to deal with it. We finally got it done, but it took two years and some personal contacts within Boeing.

This issue has been known to Lycoming for some time. The latest "ship date" listed in the AD (I'm still not 100% clear if these dates only apply to entire engines or also to the connecting rod assemblies) is Feb 2017. The Lycoming SB 480F Oil Servicing, Metallic Solids Identification After Oil Servicing, and Associated Corrective Action was updated 5/25/17. Lycoming SB 630A Connecting Rod Bushing Inspection After Cylinder Removal was updated 6/17/17. Evidently the bushings can loosen in service and either rotate in the rod or move out of the rod bore. Either movement can apparently cause them to wear and eventually fail. But apparently there have been some catastrophic failures leading to the AD. Based on the AD language, Lycoming and the FAA seem to believe that normal interval inspections of the filter media and suction screen will indicate an issue before it causes a failure. So, it begs the question: Where the filters in the engines that failed not being inspected?

I missed that. It sounds like the AD is written from the perspective of engines assembled at the Lycoming factory and the ship date applies to the date the engine left the factory. If it was field overhauled then I'm not sure how you would determine if your engine is affected.

So, my engine was rebuilt by Lycoming in Sept 2018. I emailed Lycoming and asked if my engine was subject to the AD figuring that since they built it, they should know. They responded that their records show that it left the factory with 77450 connecting rods. Well, I could have figured that out from the IPC. So, I emailed them again pointing out that the AD references specific "ship" dates for the various connecting rods and asked how I could determine what the ship date was for the rods in my engine. It's late on a Friday, so I may not get a response until next week.

I’m doing my annual now and I looked at my installation today and I cannot imagine it taking more than 2.5 hrs per servo. The wiring is in place, the brackets are in place, the cables are in place. You just need to loosen the cables, disconnect the electrical connector, remove the servo, install the new servo, connect the connector and tension the cables.

The symptoms as described do not make sense. 1. Only happens when cold 2. Motor stops before the gear is fully retracted but continues to draw current. 3. Gear CB does not trip 4. Fully retracts if gear is cycled. If it were a mechanical problem stalling the motor it should pop the breaker. When the motor stops running, it’s generally because power has been removed by a limit switch, relay or safety switch (squat or airspeed). Early M20Js have a squat switch on the left main gear. If the shock disks are good, I’d check the switch adjustment. If your airplane has a red override button next to the gear switch, you can press and hold that and if that causes the gear to retract fully it will confirm that the squat switch is the problem.

General Tool makes a ratcheting screwdriver that I use for removing the glare shield screws.

I replaced mine. Great Lakes Aero made them for Mooney. They are polycarbonate (aka Lexan), not acrylic. Polycarbonate is softer and more impact and crack resistant but I find it harder to work with than acrylic. Because it is soft, it doesn't polish out as well as acrylic, but you cannot hurt anything by trying. I trimmed mine and it was a lot of work. If I were to do it again, I'd send the originals to Great Lakes and have them trim and drill them. If you drill them yourself, a step drill works best. I deleted the trim piece on mine as the later models. If you do this, drill the holes oversize and use countersink washers. No need to countersink the plastic.

Agree. For me, it’s the safety issue since I’m around the prop putting the plane away.

I’ve tried opening the mixture after shutdown to bleed off the pressure and then closing it again. But the problem is the residual heat in the engine compartment will cause the pressure to increase again. If I check it again ten minutes later, the gauge will be pegged again. I don't know how high it gets. The factory gauge pegged at 30 psi. The Garmin G3X EIS will read to 75 psi and it will peg that. I haven’t seen that it hurts anything, and I don’t like leaving fuel in the hot cylinders after shutdown, so I just ignore it. With the mixture in ICO, the pressure can’t reach the servo internals. Someone posted that theirs apparently forced the mixture control shaft out against the internal spring and it became disconnected from the mixture plate, but I’ve never had that happen.

Not a bad idea and certainly worth a try. Use contact cleaner. WD-40 or other lubes will gum them up.

I would be truly amazed if you could get a OPP for $3K.

All the price increase may not be solely due to LASAR's markup or EATON price. If you were the CEO of Mooney and were strapped for cash and held the keys to the kingdom, would you turn the keys over to someone for free? I wouldn't. For all we know, it's a three way split: $1000 for EATON, $1000 for Mooney, $1000 for LASAR. We don't know. And frankly, it's none of our business. Privately held companies do not generally share a lot details of their cost structure with their customers. But, if you need/want a spring, this is the only game in town.

The last one is a mystery. Someone isn't telling the truth. But the investigator (whoever that was) could not find anything wrong with the actuator. The second and third reports involved a M20R and M20S, respectively. Those likely had Plessey actuators.

That looks like a standard part. If you can take the unit apart and get the part number, you may be able to find them at one of the electronic component suppliers such as Digi-Key or Newark.