ELT

I hope your oil leak was not like mine. Several mechanics and I missed the crack in the case untill the alternator and servo were removed. Good Luck!

NOTING THE SAME OIL TEMP ON MINE. I am just breaking in the IO 360 in my E. Rebarrelled steel cyl and everything replaced with new but the crank shaft. I run it hard >25/25. At 3 hours the CHTs dropped and I began flying with the cowl flaps closed. At 12 hours did compression test 77/72/72/78 over 80, filter check, oil change and plug check. 1 quart oil used in 12 hours. My oil temps run just below redline. The next 7 hours used zero oil. Did engine base line yesterday. All very good max CHT 350 at 100% power. The oil temp is 180-200. I think it is high but the mineral oil is very thin. I am still flying low, less than 6,000 to keep the power up. I also suspect the accuracy of my oil temp gage. I will be contacting the overhauler next week. Eddie

PUT ME DOWN AS A POSSIBLE

What was in my plane was an Interav STCed alternator. The alternator appeared poorly supported several inches from the case even with their proper brackett. A ruff hot start had to make it shake pretty violently.

Yes, new not reworked lifters. The Plane Power brackett design looks much better than the even the correct brackett for the other alternator.

Yes, we think the skip was due to valve train problems. Too soon to tell on climb. We did install a new not reground cam.

The engine was 19 years and 700SMOH (I owned it the last 6 years and 300 hours) (Yes, I know about low usage and years but many airplanes have similar utilization.) The engine had a small oil drip leak which was diagnosed by 3 different shops as case half leakage and common in the IO-360. I was told it helped keep the corrosion down. The engine also had a skip when taxiing after landing with a hot engine. This was diagnosed as fuel vaporizing in the injector lines and common to the Mooney. Compressions were OK and oil usage low. No metal in filter at 25 hour changes. I use an engine analyzer. TAILWIND AVIATION and I planned to do a landing gear rework and powder coat. I wanted to stop the oil drip on the nice new gear so we planned to epoxy the case. Unfortunately, when the alternator and other parts were removed we discovered a cracked case. The engine was removed and sent to AERO ENGINES of Winchester. Upon tear down the camshaft was pitted and the lobes worn. Other problems were found in the engine. The engine was not long to a failure. The result was almost all engine parts except the crank replaced with new or different tagged parts. Tom at AERO ENGINES was great to work with. During the engine reinstall Kevin at TAILWIND AVIATION noted that he did not like the bracket attaching the STCed alternator to the engine case. He researched the STC and found that the bracket was not correct. Tom and Kevin theorize that the improper bracket caused the engine case crack. Good catch Kevin! Tom shipped us a new Plane Power alternator and bracket. I put about 5 hours on the engine this weekend. Almost no oil usage, temperatures dropped at 3 hours. No engine skip and very smooth. Thanks to Kevin, Tom and my wife. Lessons: If you have an oil drip find it. That skip may not be due to fuel vaporization. Check your STCed alternator bracket. Fly the airplane often and keep the corrosion down. Retirement is postponed if you own an airplane.

Dave, I would be interested in the design. I have a lovely shag carpet one put in by the people who did the STWA windshield mod. Eddie

Hi All, I was about to rent the GSE030007&8 tools from Hanger Toolbox when Tailwind Aviation told me they want to buy them if the price is not unreasonable. I guess call a MSC on price. Does anyone want sell the tools? thanks

Hi Guys, MY BAD. The pump is a -19. Probably when I first posted I used the wrong part number. Thanks for looking out for me. I hope the people overhauling my engine and rebuilding the landing gear are as attentive. Eddie

Thanks guys. I will return home tomorrow and check the airplane and logs. It is possible I first posted the part number before removing the pump and I misread the Mooney Parts Manuel. That is probably what happened. The pump that is in the airplane is the one installed by Mooney at manufacture (according to the logs).

Thanks guys. I will return home tomorrow and check the airplane and logs. It is possible I first posted the part number before removing the pump and I misread the Mooney Parts Manuel. That is probably what happened. The pump that is in the airplane is the one installed by Mooney at manufacture (according to the logs).

Hi Don, That is the correct number on that pump. The logs also indicate that pump was origional to that airplane. The engine is currently out for MOH, so we will review this. I am out of Beaufort right now and do not have the service manuel at hand. What is the source of your information? Thanks for lookin out for me Eddie

The plan is to have Aero Engines of Winchester check the engine and advise on IRAN or MOH. IRAN or MOH we will OH the prop governor, fuel servo, fuel pump, hoses and vacuum pump. The prop is only 100 hours since factory new and the mags were exchanged at the same time. Eddie

Had the same problem last year. Contacted and sent pump to D&G Supply. IRANed the pump in about 1 week. Cost to IRAN was a few $100. Give Russ a call at D&G. Eddie

Hi Guys, I plan to have a prayer meeting with my mechanic tomorrow. My proposal to him is to remove the engine and ship it to Aero Engines of Winchester Va. I want AE to tear down and inspect the engine. Probably I will go the same route as Ross. Inspect and Repair As Necessry (IRAN). I hope the IRAN will be less than 6AMUs. My mechanic quoted 2AMU for remove and install. I hope to replace engine hoses, rubber mounts, alternator belt and hardware for about 1.5 AMU. I have the landig gear off for rebush and power coat with a gestimate of 3 AMU. I will be doing an owner assisted annual (engine and landing gear is 80% of the annual). Most accessories are low time but other than Prop, mags, vacuum pump and starter are more than 10 years since new or OH. Questions: Your experiences with AE? and is 14AMUs a reasonable expectaion? Thanks Eddie

Hi Guys, I want to thank you for your input. I am most likely going the IRAN route. Aero Engines at this time looks like the top of the list for tear down and inspection. I like Triad but Othman told me I should expect a $25-$26K overhaul. Too rich for my blood and at the price the top ranked engine shops. Ross, I may want to pose some questions to you after I research engine shops more. More to come. Thanks, Eddie

I would like any advice/experience you guys have on a cracked case on an IO360. The background is an oil drip for several years. 2 AIs believed it was at the case mating surface. We just removed the alternator and found a crack on both case halves near the alternator attach. Shadrach has delt with this. The engine is 700SMOH and 18 years. Runs good and on prebuy 6 years ago had no internal corrosion. Options are (1) repair (2) major overhaul (3) sell as is and cut my losses. I am interested in your experiences with engine shops in NC, SC or VA. My mechanic has talked to Triad Aviation in Burlington NC. We have the landing gear off for rebush and powder coat. Unfortunately with the landing gear rework and engine overhaul I am possibly looking at repairs exceeding the value of the airplane in the current market. Any input will be helpful. Eddie

Austin, Do you know how Lou sealed the seam? Did he use any particular sealant? I am looking inot using 3M 2216 on my leak.

Did some test flying in my E last March with a very experienced Mooney CFII/owner. I use slips to get the E in short strips and all the discussion on slips had me concerned. We took the E to 6,000, closed the trrottle, put gear and full flaps down and slipped the airplane hard right and left at 80mph. No bad habits. Then we did the same thing slowing the airplane till the stall warning sounded. No bad habits. We DID not slow it down any more. I now feel it is safe to slip MY airplane if the airspeed is 80 mph or greater and with 2 people in the front seats. Other configurations such as aft cg or power on probably not. AS pointed our on this forum each airplane may be different. Get a very good Mooney wise instructor and learn YOUR airplane.

I too have a BS in Chemisrty and know wat BS is.

I have followed this post because I have an E with some leakage at the parting flanges just as Tony does. The engine is 700 smoh. 2 IAs say the leak is no problem and call it "corrosion control". No mist on the windshield but some oil drips on the nose wheel when not flown for 2 weeks. Retorque did not fix the leak. I do not want to split the case or moh a 700 hour good running engine for a minor leak. Let us know how you resolve the leak.

The best solution I could come up with for the iPad is on the co-pilot yoke using a Ram mount. That position and use of a Bad Elf gps and Foreflight have thus far (1year) equaled the 496 for accuracy and reliability. My pilot wife operates the iPad and gets >75% of the time 3g coverage in flight. Attached is an older panel picture. Some avionics was changed but the iPad is still used on the yoke.