The201pilot

This airplane is sold....Thanks for all of your interest. Good luck in your search !

I did opt for the factory engine, Kinda figured it was the smarter decision (2 separate mags) (resale) yada, yada,.. No root cause for the failure was determined.

Canadian Dollars..Should be even more attractive then ! Thanks, she is a beautifly flying airplane, sad to say she just doesn't work with my current commute. 10 min drive now to the daily grind as opposed to a 2.5 hr flight every three weeks !

1977 Mooney 4250 total time Factory new (4 hrs) IO-360 A3B6 NDH Recent paint - 7 out of 10 Recent interior 8 out of 10..Leather interior Leather aero comfort yokes Aspen pro 1000 pfd coupled to Garmin 430W with terrain Garmin 430W GMA 340 GTX 330 JPI EDM 700 is coupled to the 430's with fuel flow Century IIB autopilot GPSS Steering 406 ARTEX ELT O&N Bladders Vertical Card Compass LED Landing Light Enclosed wingtips Clear Glass Good Rubber Oxygen Bottle incl. New park brake installed Tanis Engine Heater SOLD !

From the evidence inside the engine, what was left..oil starvation was the cause..with failure beginning on the firewall side of the engine and proceeding towards the spinner..but the root cause of the oil escaping from the from the engine was not determined. Marty..

C-GLWJ is happily back in the air again. Everything working properly, minus some tweaks with the prop governor at high RPM... I managed to make it out with a factory engine and a bill "for original repair" plus a difference on the new engine and of course some extras..(as always) ended up writing a cheque in the high 30's...wether or not you feel this is an exorbinent amout or you could have "gotten it for less" I'd rather not hear about it. I am happy with the service and fairness I recieved from all those involved and do not wish to hash through the exact amounts. I do however want to say thanks for the compliments, well wishes and so fourth...we'll see you in the skies ! Marty

The new engine has been hung and ground tested, should be able to get her out for a test flight and start breaking the new engine in next Wed. Aug13/14... Keep ya'll posted on the flight, and performance of the new engine. M.

Seems logical enough Jose, i wasn't sure losing the one cap would have been enough to lose all oil pressure.

Ok so we have a solution. We're going to replace the engine with a Factory overhauled A3B6 (instead if my old A3B6D)...The shop we be paying for R&R of old to new, and more than half of the cost, pretty much equal to what my old engine would have cost to replace...approx 20,000 CAD.. I'm happy with this solution, I believe its fair, but they still haven't found a root cause on initial oil pressure loss.

This is the second time i've "test" flown a new engine. (in the short time i've been involved with aviation) The first time i did circle the field for about an hour before venturing off. This time however, i did not circle the field, but instead had small airports and grass runways all along my route. Also with a planned altitude of 7500' it did give me some gliding distance. The failure just happened to be at the perfect altitude from a field about 9 miles away and the engine did keep spinning for a little while...although not making power, i'm sure it helped. I was not 100% prepared for this failure. Any one rarely is. However, life is a learning experience and during the next engine "test" flight I will be circling the airfield for as much time as necessary for me to gain confidence in the new engine. Anything over the 15 minutes this one lasted should be good ! m.

Visited the engine shop on Friday. The installing shop is going to remove the engine and deliver it to the engine shop for teardown on Tuesday. We do have a couple options now, one would be to have the engine replaced with the 2 separate mags (A3B6) i believe is the number. Thanks all for the praise. Clarence, There was a small layer of oil on the inside of the cowling. The case was not cleaned before any photo's were taken...the rod cap bolt in the picture was pulled out of the hole with the set of pliers you see in the photo...it was literally just sitting in the hole of the case. There was oil all down the belly of the plane, i don't believe the case is empty of oil...As i said in the beginning of this post, there is no witch hunt here, as a Millwright I understand machines fail, wether or not it was a part failure or human error in assembly procedure, lets tear it down find the root cause, and fix it properly so I can go flying !

Bob , we'll see how they handle the warranty and repair..But i will be visiting the shop tomorrow..

The metal from before tear down came from the top of the tappets spalling, in addition to the fuel pump lobe grinding itself apart..which got into the bearings..and metal makes more metal..but the filter did it job..

The engine work was done here locally in Calgary...The shop will remain nameless for now...We shall see how they handle the small warranty issue.

They did test it on the stand, as well as 2 leak checks after install. For a failure it couldn't have happened at a better distance/altitude from where i was.. The cam and lifters were replaced, all bearings were replaced, fuel pump cam was replaced, rings we replaced, piston wrist pins as well as wrist pin plugs replaced..she was almost another major ! Crankshaft was machined down .003" to remove very spotty corrosion...again only 250hrs since last major ! oil cooler as well as prop and governor were overhauled and re-installed