Al Matt

Hey Bruce, Believe it or not - the issue was only just resolved. As part of the engine overhaul, the fuel system was sent out to a 3rd party (for overhaul). In short - that party did not do what they said they did and continuously pushed back (lied?) on the issue. The system was removed, sent back to them twice - (thus 3 times in total) and they continued to claim it tested serviceable. The system was then sent to another group - who found a hairline crack in the aneroid, a corroded bellows and an improperly resurfaced fuel rod. Effectively - as I understand - these issues were causing the system to stick at a high fuel flow setting which was flooding the engine as power was reduced. This group claims to be experts in fuel systems.....be careful.

Sorry for the double reply. With regard to the MP setting, we were told to expect a differential temperature of -35 which translates to a max MP of 37.5. Looking at the chart from Turboplus, a max MP of 36 would suggest a differential of -55.....is this what you regularly see? Thanks again, Al

Thanks Jim. Stupid question, but just to clarify, you mean GPH (gallon per hour) or does GPM mean something else? We have a JPI 700 and thinking about upgrading to the Garmin EIS 275. Thanks again, really appreciate it.

Thank you very much. I will pass along these thoughts. I appreciate it.

We have a full team working on this issue, but given the knowledge and experience residing within this forum - I thought I would ask if anyone else has had the problem (and what the fix was!). To clarify, I am not an engineer and I am not doing any of the work. We have a 1984 M20K. The TSIO-360LB failed last year and we completed an engine overhaul. In addition to the 'new' engine, we overhauled the turbo and took the opportunity to add a Turboplus intercooler (the plane had a Merlyn wastegate and that part was sent to Merlyn in order to accommodate the new intercooler). Here is the issue: when pulling power back from max power, the engine quits. Thus it runs at idle and it runs at max power - again - when pulling the throttle back from max power the engine quits. The fuel pump, flow divider, and throttle bod were sent to Consolidated. The only part working properly was the flow divider. The parts were repaired and reinstalled.......but the issue persists. The wastegate was then disconnected, but this did not prove to be the issue. Again, I think we have a competent team working on this (including Savvy, the overhaul shop and now Continental). I could not find the issue elsewhere on Mooneyspace, but I have to assume someone else has had this problem. Any thoughts would be greatly appreciated. Many thanks

I am not mechanically inclined and generally accept a mechanic's view / advice. However, I was never comfortable with the high pressure on start-up (that we were experiencing since the last annual this spring). Everyone always talks about shutting down if the pressure is low after 30 seconds. I think I remember talking about that on my 'intro flight' over 20 years ago. Nobody ever talks about the 'issue' of high pressure, but I think it probably did contribute to blowing out the gasket. The gauge has a green area, and that area does not go all the way to the right. High pressure may not be as immediate of an issue as low pressure, but I think this experience confirms.........it is an issue.

Thanks. Triad seems to have the fastest turn time and I have heard good reviews. Thanks.

I hope so. We will see. Thanks.

Many thanks. Looked into Bolduc and it is now Horizon. Is that where you are doing your overhaul or are you doing a straight repacement?

Yes - we did check in with them (the local mechanic did). From what we understand, Penn Yan is backed up and trying to stay away from Continental engines (for whatever that is worth / means).

Thanks for the above. Definitely always trust the gauges. Interesting on the hourmeter. Attached see an image of the issue. It definitely has to go out, and just working toward finding the best shop.

Thank you for this. Much appreciated.

Thanks for the reply. I just did a quick summary of 'the issue' in a previous reply (see above), but in short.....Continental is recommending a tear down after the engine lost almost all of its oil and ran 4-5 minutes on start up. Thanks for the heads up on Dave Mathiesen, and I will definitely keep him in mind. At the moment, the aircraft is grounded and we are sourcing quotes for a tear down which could lead to an overhaul (depending on what is found). Curious if there are preferred shops or shops that we should stay away from. We are at DXR.

Thanks for the response. Will try to make a long sad story somewhat short.......been having temperature issues (which are of course common for this engine). Specifically # 5 CHT is running super hot and # 6 CHT is running cold. In cruise we have to fly with the cowl flaps in trail or # 5 CHT will blow through 400 degrees. However, with the cowl flaps in trail, #6 is constantly dipping below 250 degrees. Been looking at the baffling and working on other tweaks with our local mechanic. About a month ago, we started burning an excessive amount of oil (almost a qt an hour). The issue seemed to subside, but last week we did a compression test with our local mechanic and 2 x cylinders were in the 50s. Thus the engine had some issues. Side note - but related - since the plane came out of annual last spring, the oil pressure gauge has been super high on start-up. Super high = pegged to the far right. On the first start out of annual, I shut down within 1 minute and asked the mechanic to look at it. They said it was ok and it always settled back into the middle green after a few minutes. Last weekend, my partner in the plane took it to Maryland. In the pre-flight the oil was at 6.25qts (which is good and again seemed to suggest the excessive oil burning issue had subsided). He started up and oil pressure was pegged at zero. He assumed this was the gauge acting up again as he had just confirmed the engine had plenty of oil. The engine ran 4-5 minutes. The oil pressure never came up. He shut it down to take a look and oil was everywhere. We are working with a local shop in Maryland that is quite knowledgeable. When they opened the engine up it had about a quart of oil left. The shop in Maryland has been in contact with Continental, and of course they are recommending the engine be torn down. I am not a mechanic, but there is no way we are not going to follow the OEM's guidance (even though I am sure this is their default answer). Thus we are getting quotes, and again - I am curious if there are any preferred shops or if there are any which we need to stay away from. Thanks again and really appreciate it.

Hi all, we had a leak in our oil system which is now driving a requirement to tear down and potentially overhaul the engine (TSIO 360 LB). We are sourcing quotes from the standard / household names, but I am curious if there is a preferred engine shop(s) within this knowledgeable group. I really appreciate any thoughts. Best, Al Matt