Rotorhead

@Yooper Rocketman private messaged you

PM'd

Since the 180hp variant was certified, it looks like the company is aiming to gain certification for a couple other higher horsepower models. Certainly would be exciting to have one, but I can only imagine what the STC process for carrying jet fuel would be... https://www.flyingmag.com/deltahawk-adds-2-more-engines/ -KC

I could see both sides of the road on this topic. I would argue that when someone is executing a go-around, that person was most likely not planning to do it when they started the approach. Meaning, a dog came across the runway, the landing became unstable, you ran out of runway while floating, etc. so in nearly any case when a go-around is started, the PIC's situational awareness is already degraded. In this 'abnormal' situation, having one less configuration change would probably be ideal. Not having to think about retracting the air brakes or having to accept that moment of degraded performance is a better place to be. I'm not saying it's impossible by any means to retract air brakes during a go-around, but more so that if someone is looking for safety vs performance, ie. shortening a landing roll, I'd probably go for landing without the airbrakes extended. Sure, added parasitic drag will help to shorten ground roll, but it has never helped anyone during a go-around. -KC

@Brooklynkid You could be in luck...kinda. I'm a Mooney CFI down at Albuquerque that owns a 81 J. Only thing is, another pilot geared up my Mooney in Taos so it's sitting up there and obviously not airworthy. I do have access to a turbo F...thats also down for mx. It's getting a complete avionics overhaul so maybe a few more months till it's done. Totally up for chatting and helping out where I can in the meantime. Hope you've been enjoying the snow up there! -KC

@KSMooniac glad you went that route? Any noticeable differences? I know this was 7years ago now but I suppose it's worth asking.

@KSMooniac where/ how did you get the rotating parts balanced?

@Jerry Pressley do you have a part number on the bulkhead?

@M20F my thoughts exactly about how most of the threads in the forum go...

@Echo #1 is $14k #2 is $30k

@Shadrach I'm located in Albuquerque NM. #1 engine is still disassembled and has been for the past 19 years in Spokane WA. Yellow tagged for that whole time. #2 has been stored inside just like it landed and was parked for 6 years. It's in New Jersey 40miles off the coast. Agreed splitting the case would bring great peace of mind, but could obviously go down another path of throwing another $5-10k into it if things don't look great. I think that's the gamble, having a disassembled engine that can already be inspected essentially but are all the parts there or a fully assembled very low time engine that has mysteries inside. -KC

Extremely long story short, I'm in the market for another IO-360 A3B6D. If you had 2 options to choose from, which would you choose? 1) A disassembled engine that had an overspeed but then inspected and yellow tagged on the case, camshaft and crank? It has sat for 19 years but doesn't show any signs of corrosion/wear and tear. TT1385 130hrs on pistons and pins. Located in Spokane WA 2) A fully complete engine that has sat for 6 years with 432 TTSN and 85 since IRAN in 2017. Internals are unknown and a boroscope has not been completed. Located in southern New Jersey Yes, I know there are other engine options out there but I want to focus on these 2 specific choices. -KC

@MB65E I have to say, I think you're one of the first to say stay with the diamond lifters. What are your thoughts about it? I'm extremely neutral either way honestly. -KC

@Fly Boomer after 7months, I had to drive to the shop to retrieve it myself since the guy wasn't working on it at all. When it was picked up, it still hasn't been inspected but was completely torn apart and primed with washers still in place. He did no document anything and claims the company who did NDT didn't send documentation of the completed tests/ repairs. And I'm missing parts like say the camshaft... -KC

Hey all, My J experienced a gear-up back in December...yea nearly a year ago at this point. Extremely long and painful story short, my engine was sent out to be overhauled rather than just inspected and has come back worse than how I sent it. I'm basically at step negative 3 at this point and looking for options to get my poor Mooney back in the air sooner rather than later. I know the stockpile of A3B6D's are dried up, but thought it's worth at least asking; does anyone have or know of someone who has a Lyc IO-360 A3B6D case they would part ways with? I'd rather just have another engine sent out ASAP to be overhauled and back again while I get my basket case engine sorted out and eventually sell it or have it for use later on. Appreciate any help in advance, -KC