RDuplechin

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About RDuplechin

  • Rank
    Advanced Member
  • Birthday 08/15/1962

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  • Gender
    Male
  • Location
    Carrollton, TX - KGPM
  • Interests
    Planes, Trains, and Automobiles!
  • Reg #
    N79383
  • Model
    M20E

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  1. Tough to find much. Redbird had some a year ago when I was looking at around $400 I think.
  2. For those still following along...the consensus seems to be that the exhaust pushrod tip failed first. This could be because the valve stuck. When this happened the chamber could not be emptied and was highly pressurized. The intake valve is designed to open into an empty cylinder not push against a high pressure. When the intake tried to open the weakest link failed and the intake pushrod bent. The failed mag may or may not have played into the failure sequence. The next step is to check each cylinder to ensure good oil flow by hooking up a tube where the oil return line goes in and running the engine to see if all are flowing similarly. I may also use Avblend moving forward. May be snake oil or it may help. I don’t think it will hurt anything. Any other thoughts on how the operator can avoid sticking valves?
  3. Thanks Clarence. I’m going to mention this technique to the guy doing my annual and ask him to make sure all cylinders seem to be receiving a similar quantity of oil over a given period of time. I was wondering why someone hasn’t fabricated a diagnostic valve cover with a window or large sight glass to visually verify oil is moving to the top of the cylinder. It seems like for short periods of time it would be feasible.
  4. RLC, yep I noticed that. She is 590. You are probably closer to 575 or 580 I imagine.
  5. RLC. I can’t disagree. Did the mag set off the whole chain or was it simultaneous failures then?
  6. Carusoam, #3 Agreed...and I almost checked the mags. I didn’t because I wasn’t over any terrain I wished to land on. The closest airport was several miles beyond my glide range. I could find the good mag or it could quit entirely. I wasn’t confident that if it quit I could get a restart. I’ve gone back and forth 2nd guessing trying the mags but I probably would do it the same way again. Partial power is better than dead silence when there is nothing below me. #4. We thought that might be the issue but can find no evidence of that. Valves and guides were super clean...no evidence of coking. If they stuck in flight they had cleaned themselves upon landing. No distortion, no burrs or nicks, no bent or tweaked valve shaft. I did not tell the guy how much time was on the engine but I asked him to borescope everything while the jug was off. He called me and asked if it was right out of overhaul it was so clean. Comments about lack of oil have me intrigued. The airplane came with XC20/50 and Camguard. (It lived in Wisconsin before me, not flown much in winter, and the previous owner thought Camguard a good idea.). Don’t want to start a Camguard debate...I know there are passionate opinions pro and con. I just mention it to illustrate what was in the engine at failure and ask would Marvel MO be a good idea if it is suspected that a lack of oil to the rockers was the culprit? I’ve heard it said some people swear by MMO in Lycomings. I’ve used it in old cars for many years but never in an airplane.
  7. MKTurbo, I was not present when the damage was found. I can’t speak to how it was installed. The mechanic did not mention any hardware being reversed on teardown and I would assume he would when I asked him why did this happen? He had no answer.
  8. It also annoys me greatly that someone would pay to overhaul an engine and then put a 400 hour mag back on it. Being thrifty is a virtue...being cheap is a liability.
  9. See image below. Yes intake pushrod bent. Exhaust pushrod tip broke off. Exhaust rocker arm wallowed out.
  10. No engine monitor...it was to be installed at annual.
  11. I recently had two pushrods fail on the same flight. No one is sure exactly why. I throw it out to the group to see if anyone has had a similar experience. I was flying my 65E to annual in central TX. The flight was to be about 1+15. I was at 7500’ leaned 50 ROP and the engine was smooth as a sewing machine. I’ve had the airplane a year and the engine has roughly 170 hours on it. 40 to 45 of those hours are mine with no issues and good mag checks on every flight. About 50 minutes into the flight I get a violent vibration like I just lost a cylinder. All temps and pressures are good. No visible fluids on the windscreen. I glance at ForeFlight and there is not a single spot of magenta in my glide ring if the engine dies. I start troubleshooting. I’m still on the same fuel tank but I switch anyway. I work mixture, rpm, etc to see if any of that helps. Admittedly, I did not cycle through the mags. I reached for the key and then just stopped. A rough running engine seemed like a better alternative to a non-running engine with no airport within glide range. For about 30 seconds I thought seriously about trying to make my destination since I’m a short distance and I know there is maintenance. Then I had a vision of all the guys I served with shaking their heads at my wake saying, man he knew better than that! The closest airport was about an 8 minute flight off my right wing. I turned to it with about a 400 fpm decent and a worsening vibration. I never heard the backfiring but it was heard from the ground, I’m told. The noise cancelling headsets block that out pretty well too apparently. I called one of the three airplanes doing pattern work and asked if there was maintenance at the field. He said there was and he made a phone call for me to alert a mechanic to meet me. I made it to the field still about 3000’ AGL (intentionally) and then spiraled down to land. The engine quit taxing to the ramp and we had to push it into the hangar. It would not restart. In summary, compression was fine, plugs looked OK. Left mag failed. I’ll deviate at this point to say that 80% of my time is in turbine engines but I thought the whole point of dual mags was that if one failed the other kept the engine running. That most assuredly was not what I would describe happened to me. A logbook check revealed the mag would have been changed at annual anyway. It was past 500 hours. After the overhauled mag goes on, the engine won’t start. Now the doghouse gets removed where it is found the #4 intake pushrod and tube is shaped like a banana. Thankfully, it didn’t punch a hole in the tube and blow all the oil out. Off comes the jug to Inspect for further damage. The piston and valves are fine. No corrosion and the cam and lifters are fine. But they do find the exhaust pushrod is broken and the exhaust rocker arm pocket (where the rod end goes in) is wallowed out. All that is fixed but the question remains...Why? I’ve involved 4 different mechanics and no one has has a good idea of what failed first and in what sequence. One theory was I don’t lean aggressively enough on the ground and a valve stuck. The problem is I do lean until the engine stumbles while on the ground and we checked all the valves and valve guides. All are clean and not bent. Another theory is that the mag failed first and it threw the timing off so badly that combustion alone drove the intake valve back up against the pushrod bending it. A yet a third theory is the exhaust valve just broke and put the whole valve train in a bind bending the intake side. The bottom line is it is supposedly fixed, I have a new mag, and the airplane made it the last few miles into annual. I’ll get my popcorn now and standby. Seriously, if anyone has heard of anything like this and can advise on other possibilities, please let me know. All I know is I’m 3K lighter and still not confident that the root cause has been addressed. I’m flying her to Montana in September and she is not an impressive performer on 3 cylinders over flat ground...I’d rather not repeat over the mountains. Thanks for any thoughts. I have pictures if anyone is curious
  12. Carrollton, huh? Where are you going to park that thing?
  13. I am searching for the overhead white dome light for a 65 20E. My frosted glass lens is broken but also the small black switch, so Imthink I need to replace the entire unit. I can’t find one for sale new anywhere so I’m on an Easter egg hunt of salvage yards and airplane forums. If you can help or advise....thanks.
  14. I’m assuming this is ADSB in as well as out?