201Steve

Resurrecting this thread. 77j w/ a1b6D I am having trouble starting as of today it was nearly impossible to start and I’ve never had this problem. The D3000 “new” from Kelly is about 400 hours. After some research; it appears I can isolate the p leads simply by removing the p leads and installing the timing posts. Sounds like this should make both mags all time hot. If it starts, focus on the switch and remedy. If it continues to hard start (or not at all); focus on magneto\impulse coupling. (Side not here; make sure the grounding strap is not installed as it was called out in Mooney si m20-59a applicable to my serial number to ensure impulse coupling is energizing both magnetos). Today; I cold started OK ish. Seemed to fire a little funny but whatever. Trying to hot start; it was nearly impossible; and propellor back spinning was observed on a slight false start. Very similar results ans the original posters complaints. After much agonizing I finally got a cylinder firing with a lot of follow thru keeping the starter engaged much longer and barely got it going where it then ran fine eventually. It sounds like it started at 25 advanced and not from the impulse coupling based on commentary regarding back spinning. ok so eliminate the switch with timing posts; proceed from there. I feel like impulse coupling is the culprit. I looked to see if you could buy an impulse coupling assembly; with no results. Is it true that you can only buy parts for the impulse coupling and rebuild? That’s what it sort of sounds like. Is impulse coupling a part of a standard R&R or overhaul? I’ll probably just send it out as it is near 500 hours anyway. thanks for any feedback!

#4 without the whispy swirly line and no 3D N#! Just did mine sort of a fun process

Very cool Oscar!! Also, where did you get your vent conversion thingies

Very cool Oscar!!

Very cool looking to see all original in good condition. Someone left photos of my airplane before it was upgraded in the log books. Neat find.

When you give a d bag a badge, they think they are King Kong. That guy needs his ass kicked.

It was in writing. I don’t think it was a money issue as much as they were not available at the time. This was the year 2021 where you couldn’t get anything. That’s not an excuse, as I pointed out ever so professionally. I told them it was not their right to substitute, it was mine; and the burden of availability should have been my issue which I promise I would’ve resolved. Anyway, what do you do? 2 overhauls in one year, very little flying happening, I have it back, how do you rectify that? I just figure if I have an issue and the shop is still owned by the same, I will be making a visit with a reminder. All I can do. In the meantime, I run a black max engine dehumidifier.

You know what’s interesting and I’m sure you’ve seen discussed before as I have, this wasn’t such the problem for a long time that it seems to be now. Friend of mine has a Cessna cardinal (same engine) overhauled in like 1995, in coastal environment, no issues.

A bee sized drone to zing in there and have a good look around.

Yeah, when I dropped off my engine for overhaul (the second one after Jewell’s horrendous work) I said do whatever you do but I want Lycoming lifters and cam. After I flew it home and started going through all the paperwork, I noticed a superior part number living near the line items “cam shaft” and “tappets”. You can’t win for losing sometimes.

Be real cool if you could just have a gosh darn inspection hole somewhere on top of the case threaded in.

Arghhh was t thinking about the dipstick tube going right into the oil pan (duh). Gotta then get thru the little gap yeah… how about breather tube outlet where does that go

Gotta go dipstick tube. Put a group of engineering students together, with all of their materials and tools, offer a grand prize of a couple thousand bucks, making a tiny camera do a 180 and telescope a little further up wouldn’t be asking the impossible. I’ll throw down some prize cash.

Sounds to me like someone needs to build a custom boroscope and write the instructions on how to inspect a Lycoming cam from accessing thru an oil port, dip stick hole, oil drain whatever. It can’t be that hard. Would answer a lot of questions for a lot of people. has anyone gone done this road before? Seems like it would be easiest to map out with engine on the bench about to be disassembled to view and think about the angles and routing.

There’s no magic to it. I know it gets a lot of banter, but following the instructions is pretty straight forward. Run it hard and run it per the break in procedures by the overhauling entity (as they are the ones you’d be dealing with if there were any warranty issues to contend with).

Maybe I’m mistaken, but the coloring of the tappets looks like DLC. I feel like the DLC’s are more black in color. I could be wrong on that… would be interesting to know for sure but it’s unclear to me when Lycoming started doing the DLC.

My apologies. Discuss to your heart’s content.

These micro calculations about how to come out good on an airplane are just plane crazy (pun intended) exercises in futility. Like really, if I’m trying to make predictions about who might be able to afford my airplane in 5-10 years when I sell it, so I can predict to save 5k, 10k on the front end, or ensure that I might be capable of selling it to a financed buyer on the back end to capture a greater amount they may be willing to pay… come on. It’s a drop in the bucket. Everyone thinks about money differently, and I respect however you(general) choose to do it, but the practical truth of it is, ya done F’d up the second you decided to buy an airplane.

Much appreciation for taking the time to report the outcome. So many of the threads are a big discussion to help the OP , then the OP gets what they want and doesn’t bother with their own input upon completion. If they all had outcomes we could probably build a nice AI tool to fix every problem on the Mooney. lol

you made a simple error. Happens to me on every single flight in some area or another. Nobody hurt? You did great.

A.) This isn’t a thread about what banks like B.) don’t finance. Case closed your face won’t be blue.

As the owner of a nearly 50 year old airplane and the experience that has come with it, if I were shopping for another airplane, I would favor a newer (less old) airplane with more hours over an older airplane with less hours. Ah, the airplane experts. Banks and insurance companies. Kidding, but they use arbitrary figures as a general proxy for a lot of things.

Is there not a way to legally ignore this arbitrary number? Particularly under part 91? Or does the rule of law explicitly prohibit an airplane, in perfectly good condition (as decided by an IA each year it undergoes annual inspection), from ever flying again? Sort of like engine/airframe “mandatory” SB’s or other declarations that are non regulatory? When I say arbitrary, obviously TBM did not test their airplanes for 10,000 hours and find something specific to substantiate the number. It’s just made up out of thin air, more or less.

I also think that’s correct. I’ve never heard a distinction in gear kits, itt vs dukes

To me, almost nothing. What’s the difference in a plane moving through the air and one sitting in a hangar? One is moving through air, another is sitting in air. It’s not like a car with wheels spinning and shocks working and brakes going. To me it’s more a proxy for number of takeoffs and landings but if it ran a lot of cross country, really could be just as many takeoff landing ops as a weekend warrior.