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@DonMuncy Haven't heard back from Niko, so probably time to add me back to the list .

Thank you Don. I'll let you know how it goes.

Just catching up to all the replies. I've been traveling by Mooney (the best way to travel). I'd love to take them off your hands. I'll send you a PM and see if we can come to an arrangement. Thanks!

Your name is not in the email address at all, which was the dead give away for me. Also the user that PMed me had 0 posts.

Please do let me know when you have some available. I am not in a rush. I greatly appreciate your help. On another note: a new user PMed me and suggested I send an email to you. The email they provided is obviously not your email address. They wanted immediate payment and a shipping address. I've tagged this as a scam. Just a heads up for anyone else this happens to. They didn't get any money from me.

@DonMuncy Are you still making these? I'd love to buy a set. My factory visors are past their service life, not wanting to spend $600+ on a pair of Rosens. If not I'd love to understand what parts you used so I can make my own.

I wonder if anyone can help me with this. I am having trouble getting my AOA calibrated properly. When I finish calibrating it, I get a high AOA warning on climb and no indication on landing which I find odd. I pulled the data from the engine monitor (yes it logs AOA and IAS!!!), and the AOA reading doesn't look accurate to me, I would expect AOA to be higher during landing than during climb (but it doesn't appear to be!). Any thoughts?

Compressions came back great 80,79,79,74. However I do appear to have an intake valve guide oil leak on #1 as evidenced by oil on intake header. I'll address at annual. Really appreciate John from AGL helping me out on this. Now to keep an eye on my oil consumption and get results from oil analysis. Also had the pleasure of meeting @CJ today at KMRN. Hello @CJ!

Realized I neglected to reply. I really appreciate this. The borescope / check is more for my peace of mind than anything else. All signs at this stage point to things being ok. No excessive blow by (over 20 hours to oil turning black) Oil consumption seemed to be satisfactory prior to the oil leak Valve tube seepage seems to be resolved after retaining clips were properly seated All in all things are looking ok in terms of what I can verify at the moment.

That is another thing I should mention. I got to just over 20 hours on my last oil change before the oil started turning black. Hopefully a good sign (I have no data for how long that should take as I was renting before this). AGL is going to do a compression check, change the oil, oil analysis, borescope, etc. Hopefully it all comes back good. Last annual compressions came back varied (some low 60's some as high as 78), but the engine had only 17 hours on it at the time. So hopefully things have dramatically improved with more break-in time.

That's just my estimate based upon when I last added a qt before the leak seemed to start. I'll get a more precise measurement now that the leaks are resolved. I did the run up, de-cowled to ensure leaks were gone, then test flight today. Everything looks good so far.

AGL inspected the engine externally today, fixed the oil leaks (one required additional sealant to fix), and cleaned everything down. I'll be flying it over to AGL to get the internal bore scope, etc to see how things are doing.

Update on the topic. AGL agreed to come down to Monroe on Saturday and take a look at the oil leaks. Really appreciate John's willingness to work with me on it. There are no A&Ps that work on field at KEQY. No idea how that can work for an airport of this size, but it's the reality we are in. Talking to Savvy, they believe the cylinder seepage is normal and not to worry about it. They were focused on the oil pressure transducer leak and loose oil return line leak.

It's been quite a while since I did this, but there was some legitimate reason CHTs were high. Top cowl off or an extended run up or something similar. They don't normally get that high except in flight .

Appears to be right mag #3 based upon the EGT being a lot lower in the picture. Right is always lower RPM than left in my plane.

This is my first M20. I have since learned to lean enough that the engine won't throttle up to start taxiing. I then have to add some mixture to get moving. Run up with leaning has cleared the issue every time. I have not had it happen since winter started. A&P was convinced it was a fowled plug. I did manage to snap a photo of the engine monitor at run-up on each mag when it was marginal.

Not good signs from a couple shops unfortunately. As I understand it, a newly overhauled engine should not be seeping at cylinder bases so soon, but it's otherwise relatively common. I can get over having cylinders that will only last another 300-500 hours as long as that failure happens slowly with plenty of notice and not suddenly while I am flying. Inspections incoming.

I did not know there were different standards for overhauling cylinders... That's not good news. The good news though is up until recently oil consumption had been as low as 1qt/10 hours. The not good news is I was getting a fowled plug that I had to clear on about half my flights, but lately that hasn't been a problem. Perhaps it's the colder weather. I have been running Phillips XC 20W-50. I'll get the spark plug checked. I do have a cheap bore scope, but I wouldn't know what to look for. I'll get an A&P involved through Savvy.

I have chrome cylinders.

I appreciate all of the help / recommendations. I'll definitely be getting this engine looked at further given all of the seepage/leaks. I am going to go ahead and get the offending line tightened up, cleaned up, and give it a run / check. The rest looks minor enough to me that I could fly it to the closest shop to get a more thorough inspection / those issues corrected.

Agree, planning to get it looked over.

I'll write up the facts and you can take what you want from it. My situation was difficult. Lynne did the pre-buy and discovered the need for an overhaul (cylinder at 38/80 PSI and copious amounts of metal in the oil filter, and some history that had not been satisfactorily dealt with). I agreed to buy the airplane anyway for a significant discount. Lynne sent the engine off to Jewell for overhaul. Shortly before the engine was supposed to arrive back at Foothills, I found out from a 3rd party that Lynne was leaving and was trying to sell the shop. This was obviously really bad news for me as the airplane wasn't going anywhere and Foothills is in a pretty remote area with no other mechanics near by. Lynne left a couple days before the engine arrived at Foothills. So I was pretty stuck. I called other mechanics to see if I could get someone up there without luck. I was out of options. Luckily John bought AGL. However, John's list of items the airplane needed far exceeded Lynn's from the pre-buy. John recommended. -Overhauled oil cooler (old one had metal contamination in it) -New propeller (initially recommended overhaul, but blades didn't pass spec so ended up buying new) -Overhauled propeller governor -New oil hoses -Engine mounts -I am sure there was more Me being the type to want to fix/replace things before they break, especially in the engine compartment, I went for all of these. Annual happened a few months after that, and several more things were found -Dual mag in need of overhaul (~670 hours) -Ignition harness with missing parts (harness needed to be replaced as parts were not individually available). Harness looked end of life so it was on my list anyway I opted for several more items to be done as I was getting a new glass panel and didn't want any trouble. -Overhauled alternator -Overhauled voltage regulator Subsequently found a loose exhaust and intake header tubes, and the issues this post is about. I will say the engine runs fantastic. Very smooth. The only thing of note the occasional burble at idle, but I am told this is pretty normal for lycoming engines.

Yes. I have seen this. Sorry this happened to you. Unfortunately all of this started coming out after I had sent the engine to them. AGL Aviation had recommended Jewell so that is the shop I used. I really hope mine does not go as sidewards as yours. I did let Savvy know who rebuilt it. Luckily, I did not have them reinstall the engine. Engine, Magneto and all accessories were installed by another shop.

Jewell Aviation out of Kennet, MO did the engine. AGL Aviation did the engine reinstall. Carolina Avionics did the avionics install including the engine sensors.

I went ahead and took off the bottom cowl and found a few interesting things. First, found what appears to be an oil line (is that an oil return line?) on cylinder #3 that had it's fastener backed off a few turns. It wasn't even hand tight. Most things under and around that were pretty much soaked with oil. Thinking that could be the primary culprit. I was able to confirm with a few other pictures two push rod tube seals that had some leakage. This is concerning as this is a recently overhauled engine. There may be good news there, it's possible this is old. I do remember after the avionics install seeing and asking about the clips that hold the push rod tubes in place. The A&P that I asked immediately indicated it was wrong and fixed it. So I am hoping the seepage is from before he fixed those. Also found some leakage from one of the intake header tubes. Looks pretty minor, but you can see where oil has leaked down the side of the tube all the way to the bottom. Also found a leaking oil pressure transducer. Also found a loose screw that appeared to be holding a fuel line. I did also find some brown oil looking substance between the crank case halves, but it's dry and appears to be some kind of sealant. Took a picture of the only part of the bottom of the crankcase half seam I could see and it looked clean also. Took a picture of the belly. It does look sooty, but I can't tell if this is too much or not. I have never cleaned down there. Most of the lower part of the engine was soaked in oil including wires leading to the alternator. This appears to be connected to the oil return line leak as those wires run up below that line. There was also oil on the bottom of cylinder #4. Most of the cylinders had seepage I could see. Also disappointing as this is a new engine. I definitely wouldn't expect any leaks from any of the seals attaching primary engine components this early.