LBM

Toast, as far as I’m concerned. Trashed two jugs. The engine kept running with the #3 exhaust valve gone, and that beat the crap out of everything in that cylinder. With the exhaust valve never closing it got pressurized by back pressure from the other cylinders. The valve head was beaten into pieces, and when the intake valve opened some of those pieces were blown upstream into the intake manifold. From there a couple of them found their way into #4 cylinder and trashed it as well. Despite all that the engine continued to run until pulled to idle after landing, when it immediately died. I’m assuming the valve hung or stuck instead of closing and the piston knocked the head off. Could’ve just had the head break off for unknown reasons but that seems crazy, unrealistic. Don’t have logs to check if that jug was ever replaced, the logs went with the engine for overhaul, but I don’t recall changing it since I’ve owned the plane (2.5 years). Engine was midtime on service hours, about 1100 iirc, so I’m assuming that was time in service on that valve. Although it could’ve been more… The local mechanic that helped me diagnose the failure recommended replacing all four jugs and returning it to service. Thing is, approx 1100 service hours but last overhaul was at least 35 years ago. And that may have been IRAN after prop strike not a full overhaul (logs show extensive engine work in 1989 but do not include the word “overhaul”; airframe logs show nose gear repairs and belly skin replacement at the same time). In light of that I decided to bite the bullet and get it overhauled. It’s out getting a full overhaul now.

My ‘64 M20E had engine failure in flight a couple of months ago. No warning, in cruise at 4500’ there was a loud “POP” followed by sad engine noises and partial power. After the ensuing forced landing at nearest airport (itself quite a story) we identified the proximate cause, #3 exhaust valve lost its head.

Depends on why the engine stopped in flight…

Check for PM. Also, info about his memorial service is posted on Smokehouse Pilots FB group, in case you or others might be interested. Seuk was a friend, in fact a couple of weeks ago we flew together when he gave me a lift in his M20J to pick up my M20E from maintenance.

What I think OP said was that he got an excessive drop on right mag, because it was contaminated, or mildly fouled, because of overly rich mixture during ground operations, and that he had to aggressively lean during runup to burn it clean. You’re assuming timing is the only reason for anomalous mag drop, and it’s not. It’s happened to me from overly long overly rich ground runs, and a very lean runup cured it. What does that have to do with timing?

Where are you located? I’m again considering taking on a partner with my ‘64 E, if you would consider a partnership.

I’m afraid we’re on the wrong coast to help the OP, but this is a useful opportunity to share info. I’m 18 months into the journey, may be falling into your method but I’m thinking I’ll do the next annual with the same remote Mooney guru as the first, taking advantage of their promised cost reduction after they got their arms around the mess. Curious to know who you’re using, both remote and local. Still looking for good Mooney shops in NoVA as my remote guru is in NJ. Any recommendations will be much appreciated. ‘64 M20E based HEF.

I sincerely hope you end up as happy with your M20E as I am with mine! sounds like you got a great deal, and opportunity to spend lots of money making a dream airplane. Enjoy!

Enough real estate, back to aviation. I was faced with the same situation as the OP when the pre-buy for my E found the exhaust needed repair or replace. last summer. Shop (Oasis, at KBDH) recommended either replace with Powerflow or rebuild at Aerospace Welding in MSP (https://awi-ami.com/aircraft/mooney.html). I couldn’t convince myself the extra cost of the PF was justified. Went with the rebuild, for approx same price as OP was quoted. They delivered on schedule and budget quoted and I am totally satisfied.

Question: if there is concern about possible damage to the nose gear would that include increased risk of mishap during landing on a ferry flight? Not just gear collapse, if anything is bent does that make LOC on rollout a concern?

Thanks. Somehow I had them farther away. Also got a PM recommending Oasis, about 225 north of Des Moines. So I’ve got a couple of good possibilities already. Thanks!

I’m new here so not sure if this is the right forum for this question, if not please forgive and educate me… I’m about to put a deposit on an aircraft located in Iowa and need to find a good shop to do a pre-purchase inspection within reasonable distance of Des Moines. If my research is correct the nearest MSC is a couple of hours away. That might be within range but seller would like as close as possible, and the deal is good enough that I’d rather not blow it by playing hardball about how far I want him to ferry it. So are there any recommendations for shops with good Mooney expertise in the Des Moines area, or reasonably close, please? thanks in advance!

New here. Just donated, partly to support the new server. Even though that’s .015 AMU less that I have available for buying my first Mooney.

I drove ninety minutes Sunday to see it on an IMAX screen. First time viewing it. totally worth it. but should I worry that during the opening flight deck scene, with Danger Zone blasting through the IMAX speakers, I was thinking “nice, but needs to be a little more intense”?