201Steve

Lycoming is 18-22 months back ordered for an engine. This is as of last week. If you want specifics you’re going to need to hammer the phone and talk to several shops to narrow it down. Cost and time will vary dramatically. Find your best combo. Whatever you do, do not under any circumstance read the old threads and consider Jewell Aviation Kennett, MO unless you want to overhaul it twice to fix their overhaul.

here’s the interpretation of the SB. Remove flapper. Cut aluminum in a circle. Rivet said circle onto AirBox. Case closed (pun intended). I just riveted an aluminum plate (spray painted white) on the back of the cowling hole until I had time to get the cowling glassed and painted later.

I’ve talked to James at Watson. Really liked what I heard and we were communicating some thru text which I really liked. Seemed like a standup guy. Only reason I didn’t use him is half my engine was already at Zephyr. I can say with certainty, the bigger shops (Zephyr) were INTERNALLY backlogged. I came up with several several solutions to the supply chain excuses and at the end of the day, they just told me it didn’t matter bc they still couldn’t jump their own que. To me, Watson seemed like a great shop that hadn’t gotten too big for its own good yet. Remember, the best mechanics were unknown at some point of their career. If you can catch a great small shop before they get published in aviation consumer, you get more of their time for an equally good product.

180 kts will get you down the road and out of busy airspace in a hurry.

Lightspeed>bose!! wow I didn’t even know auto muting was a selectable thing. This changes everything

Divco will expedite your case work for only like $2-300 extra. I tried this with my overhaul with Zephyr, but he said don’t bother bc it’ll just sit on the shelf at his shop rather than at theirs. You could use Jewell to expedite it, they just skip that step! (unless the find a crack with dye penetrant)

I just posted this thread. This company would be great for stuff like this.

Just came up on this company, they advertise very swift turn around. bending, laser cutting, anodizing, powder coating, 170 in-stock materials. Just send them a cad file, or draw it up and have them create the cad file. OPP needs. Pretty cool. https://sendcutsend.com

+1 for Cole. Busy busy, though.

@A64Pilot what size hangar do you have? And what kind of doors? mine is 50x40x12, insulated roof only. I could probably seal up the walls pretty decent but the rolling door would be tough. I also have a 1.5 ton AC unit, although it only runs to my little apartment building inside. Being on the GA coast, sure would be nice to regulate the humidity some.

@Will.iam using a large unit, has anyone ever thought of piping lines into the engine, cabin, tail, and wings? Seems like if there’s functionality inside the engine it could keep the bones dry, too. Yeah it’s not going to be air tight but it will be majority dry air, no?

The new g7 SR22 is now coming from the factory with earthx

I gotcha. I was confused bc the original post said he was losing a qt every 2 hours. That would be a big messy leak, if it wasn’t combined with excessive consumption. I just saw he was previously getting 10 hrs per quart. Idk. That’s great! I also struggle with lack of full time shop at my field so someone willing to come to you I agree is very helpful.

How did we go from potentially oil fouled spark plugs to leaning procedures? lol lead fouling and oil fouling are not the same thing, as you are all aware but I don't think I remember seeing anything about him having lead fouling problems.

Something you could do now, while it’s decowled, is pull the bottom spark plugs to see if they are oil soaked. It may well be the case that you’re both leaking oil and consuming it through passage by the rings. An oil coated plug would be a strong indicator of this. Even better if you have access to a boroscope. Jewell doesn’t have the same standard of overhauling cylinders as everybody else, it seems. As was the case for me, LOTS of oil consumption. He basically changes out the valve guides (maybe), laps the valve face, and runs a dingle berry stone on a handheld drill, and calls it overhauled. To my knowledge they do not own a proper barrel machining tool. Under those conditions, poor ring sealing would not be surprising. Check out the boroscope photos in my post where pools of oil were visible inside the combustion chamber. That was all 4 cylinders, not just one.

@gevertex I assume your dealings with AGL were recent enough that Lynne and Tammy Mace had already left? I’ve been curious how recurrent customers felt about the quality of the shop now. I do not know anything about the new operation/new management.

This is precisely the reason I asked the question. It was sounding far too familiar reading through your growing list of discoveries. it’s a long read but some of it may sound familiar. I don’t mean to startle you and as a fellow aircraft owner I sincerely hope your engine is fine, but David Jewell is the most inept mechanic I have ever had the displeasure of knowing. They cut corners, do cheap work, and as you’ll read, I have made an effort to let it be known. Don’t expect him to do anything about it, but from a safety perspective, I would have another mechanic go through the engine as best you can. Boroscope, filter analysis, oil samples, visual checks, and torques. If you have a J with a dual magneto, Make certain that he used the correct clamps and used the correct torque. Mine was dangerously loose and he said he didn’t agree with the torque value called out in Lycoming SB. since you are a savvy client, be sure to let them know who built the engine.

The engine only has 70 hours on it, may I inquire, who did the overhaul?

Found rust in the fuel system, there are more things in the system than the servo and the divider. I’d probably be following that initial find.

Well, here’s the result. Checking resistance on pins when changing the VR, I got a funny reading on the meter that didn’t make sense. It resulted in disassembling the cannon plug itself, where I found the alternator field wire insulation chafed, where it was either very close to-or touching- its’ own grounded shielding. so it was either a grounded field wire, the regulator itself, or both. Either way, it’s all fixed and operating per spec.

They even have a Mooney Rocket as a yard…errr…ramp ornament.

I’d like to resurrect this topic. I think about it often. As we know, humidity kills airplanes by way of corrosion. It’s the single most destructive condition. I’ve talked to the guy that sells the engine dehumidifier at Oshkosh, I asked him why nobody is tackling the whole thing? Not just the engine. What if it was practical to achieve low humidity for the entire airplane during disuse? Maybe it is. Hear me out. as is common, hangars are not airtight and often not fullly insulated. Difficult to humidify efficiently. Also, hangars are large. The hold a lot of air. What if we could: A) reduce the volume of air that needs treatment and b) solve the sealing problem? ok, how might we do that practically? A storage bubble. A storage tent. There are plastic bags that you drive your car into, inflate it with filtered air, and it eliminates dust for long term storage. Ok, an inflated bubble in your hangar. Option b) a tent. Ok, let’s say I built a frame out of light PVC. There is thick plastic sheeting walking the tent. I rig a pulley system to the ceiling of the hangar. It has rubber on the bottom of the frame where it would seal against the floor. Raise and lower to store. Dehumidify that space. It’s sealed and contains no extra air to treat.

It’s clear by the responses here, who drove a manual transmission muscle car in their youth. Iykyk.

When tracking mx data with...Oil analysis, particle analysis, and general troubleshooting, it frustrates me that nobody tracks the outcome. I got a particle analysis done from metal in the filter. Sent it to AvLabs. They simply provide an AMS number on the particle. I had their customer service folks call me about 6 months later to see how my experience was and if I planned on using them again. I pretty much told them, the service is what it is but offers very little in the way of practical information. If these companies would follow up and keep data on the results... now that's something worth paying extra for. Imagine.... all the people who get particle analysis for example. Instead of just wishing them well, what if they followed up with each of those customers. They already know what the AMS number of the metal was, what if they simply called me and asked, "hey did you figure out what that metal came from? A camshaft? oh great, we'll jot that down. To have access to the results is what's important. I agree with beegee in that, what good is it unless they are followed up on. Would be nice if you could see a folder full of pictures that were later confirmed to have broken rings. A folder of pictures that were later confirmed to have rubbing pin plugs. Etc Etc. It's fair to say a huge percentage of those people submitting pictures of their cylinders, or sending in metal particles, or whatever-- are very soon thereafter doing teardown inspections. The same argument could be made for this very forum. How many subject matter topics are brought up, discussed, just for the OP to never return with the findings. WE NEED THE FINDINGS!!!! You can't measure trends if you don't have the data of the results!!!

Hahahahahah