ad5ut

That lead time from Continental is for a new or rebuilt -LB engine and exchanging my -GB as a core. The overhaul shops I asked said I would be on my own to come up with the clamps once they converted it to an -LB. And given that I have an airmelt crankshaft, the price of an OH would be pretty close to a factory engine anyway. I had assumed that Continental was using the RAM clamps which would explain why they only got approvals for the engines you can still buy. That being said, I got a call from the shop that has my plane just now and the clamps no longer leak after they removed and reinstalled the exhaust to replace some exhaust gaskets that were also leaking. So if it weren't for the fact that I also had them pull the prop and governor for IRAN/Reseal, I am actually safe and legal to fly the plane home for exactly 1.2 more tach hours until the 50-hour AD applicability kicks in. I guess I can at least get it out of hail danger now so I'm super excited.

Good luck! At least you have the option to pay the $3k ransom and fly your plane if you get desperate. Maybe they will lower their price eventually since they might have gotten their hopes up when I was asking around at $3k for the Continental part only. I've been offering $3k each for the Continental ones since the RAM PMA doesn't cover the -GB engine variant and have gotten zero non-scam responses. I finally went out to the plane yesterday at the airport where its stuck on the ramp and pulled the battery out getting it ready for the long wait until April in the hopes that Continental has something available for when their AMOC expires. Though somehow Continental thinks they can sell me a new engine with two of the same clamps on it in 16 weeks...

After talking with ASAP Aerospace, the clamps they thought they had are the RAM part. Thanks for the tip though.

Thanks for the pointer! I've asked three shops in NW Arkansas and none would use the RAM part on an TSIO-360-GB because only the -LB configuration is listed in the applications for the PMA even though they use exactly the same exhaust components. My other alternatives are replacing the whole engine to get an -LB or waiting until Continental comes out with a new part, hopefully in April based on their AMOC.

The AMOC linked in the article applies specifically to Continental part 653332 and includes the TSIO-360-GB and -LB engines on Mooney 231s. It allows the inspection process to continue until April 15, but only if the bands can be determined to have a time in service of less than the hour or year TBO of the engine, so 1,800 hours or 12 years for my -GB.

Thanks for the heads up! This is great news for other -LB and -GB owners, but it applies the TBO life limit of 12 years so it won’t help me specifically. I am going to go back through my log books, but I’m pretty sure mine have been on there since the last major overhaul well over 12 years ago. Based on that, my offer is still open, though the lack of non-scam responses doesn’t look great.

Hi folks! I got myself into a pickle with the V-Band clamp AD on a new-to-me 231 with a TSIO-360-GB engine that can't use the PMA clamps. While I don't realistically expect any to turn up, I figured I would at least throw out this offer in case somebody had the foresight to buy a few extra when the AD came out or is in a position to use the PMA clamps and pass along their Continental parts at a suitable premium for my stupidity. I'll buy new clamps with documentation for $3,000 per clamp. I'll also pay a pro-rated amount for serviceable clamps (must pass the AD inspection) with documented time in service of 400 hours or less. I would also pay $500/ea plus overnight shipping for serviceable clamps over 500 hours TIS if I can get them quickly enough to move the plane 5 miles before the AD deadline. Purchase of used clamps are subject to the shop I'm stuck at agreeing to install them IAW part M of the AD.

That's my current plan. It was inspected the week before the pre-buy to comply with the AD and get it to the pre-buy shop, so I'm actually legal with regard to the AD until 7/17 already. However, the pre-buy shop said both clamps are rusted and leaking and there is gray residue all over the area around the turbo. I've asked them what it will take to make it safe to ferry the plane so I can at least get it home and not leave it out in the hail at another airport all summer. That's what I get for relying on Air Power's online estimated availability and buying the plane before having the clamps in-hand. Hopefully I don't end up having to buy a new engine for want of a clamp, but that's the risk when buying old airplanes.

As far as the shortage being resolved, I am AOG until I can find two TCM 653332 clamps and Air Power just told me to expect two *years* for them even though they list next week on their web site. Unfortunately I'm stuck at a shop that will not attempt to use the RAM PMA part on a -GB engine since the eligibility only lists -LB engines.