jetdriven

Given the current airplane market, it’s probably easier to find a new wife than a new plane, just saying….

One of the questions for the A&P power plant exam is that an overly lean engine runs too hot. think about this. And I would say that half of the people I know that work on airplanes think that the further the red knob is pulled. the hotter it gets. Those are not people to get advice from. I’m certain they know how to fix airplanes, but I’m not certain they know the reason why the plane broke in the first place. Everyone’s different, and a lot of old wives tales exist among pilots, but I would say it may be even more exist among mechanics. Get your break-in advice from Lycoming who designed and built the engine. And temper that with the advice of the person who is warranting it. Follow the Lycoming advice, not to be contrary to the advice of the shop who built it. Do they tell you that lean of peak for example, burns valves, and they won’t warranty it after that? Then you should question the people who built it to begin with.

If you don’t have a core for trade, the B&C is actually less.

Ask what those servos cost to overhaul. We had a KFC150 trim servo repaired and it was 1500$. Overhaul was several grand.

Our fuel pressure is normal, however the oil pressure is 92 psi in cruise and it's been that way for hundreds of hours and it came from the factory that way. Run it.

Just keep in mind that not all A&P's and IA's are not pilots, they are not aircraft engine operators, and some of their advice can be kind of strange. I went to a shop one time and the guy's like "yeah lean of peak operation keeps my kids in college", and I pointed at the pile of cylinders over at the corner of the shop and I was like all those Cessna 172 and 182 pilots run LOP too?

Make sure they are using the Mooney factory checklist and not just some FAR Part 43 appendix D guide which is much less in scope.

We tried that, our renewal for 1M smooth was 4231$, up from 2064$. All others refused to quote. 100K sublimits was 2703. no other options for smooth, all other sublimits were more. Im a 13K hour ATP, my wife has 1K hours and no IFR. no bad history. This is a bad time to be paying insurance.

I let the filter sit upside-down for a couple days and drain out, then I cut it remove the filter media and if you really want to see what's going on wash it in a half a quart of mineral spirits and then put a magnet under the cup and pour off the liquid

I really wanted to do this, it's 4700 bucks plus your old box. But here's the thing I found, is he have to take it to Sarasota and have them "install it ". The shops around here wants $6000 or more so I guess I'll wait

I agree, the defense is worth a lot, if the plaintiff wants huge money, you can spend a tremendous sum defending.

It appears you only want to post screenshots instead of the link to the article where we can actually read what changed. I did plenty of Google searching, and nowhere did I find this article version “updated in 2019’ . I am also curious about what was updated in 2019, Because all the text you have posted about this was in 2004, which is quite obsolete because a lot of things have changed since then….but it appears that we will never know that because you’re either unwilling or unable or just simply don’t want to post a link to the article that only you seem to possess. I’m not sure your motivation behind this, or why you have to make it so inaccessible, but anyways, best of luck to you. However, Lycoming’s core policy, which changed dramatically in 2005, is printed on their website.. It also clearly states that a running operable complete engine with complete logbooks does not have core chargebacks regardless of what is found inside. Everyone reading this, make your own decision, but make it based on hard data…not innuendo, rumors, fear, uncertainty, or doubt.

All I can find is this. Who’s says the same thing but no “updated 2019”. Perhaps you can point me to it. I’m curious what changed.

Our shop uses the Mooney eight page annual checklist and the base annual cost is around 26 hours of labor. It actually takes 30-32 hours to do it all. Repairs are extra of course, and the first year sometimes the repairs are quite a bit. But I got a lot of customers whose previous bills were 1795 base annual, but the log entry says FAR part 43 appendix D annual, not “Mooney checklist annual” and they did not get the checklist which has eight pages and therefore it was more of a jack it up grease it and then do repairs annual which is not really what you want. Then you see that the oil change, the log entries, checking out the landing gear preload, elt inspection, gas cap o-rings, brake pads and wheel bearings, all those things were extra and when it’s all said and done it’s three grand. Plus the repairs. So you still pay three grand for the annual, you just didn’t get the 8 Page mooney checklist items with that. If they aren’t using the mooney 100 hour/annual checklist find another shop. everyone is different, but anyway. Also, if your hoses are teflon, they are supposed to be replaced on condition, no life limit. With the last Mooney I had in the shop had homemade hoses with no data tags that were rubber hoses with screwed on ends and they were 11 years old, and the book says change non-Teflon hoses at seven years. So I don’t know….research what hoses you have and go from there. Ac43.13 specifically says the Teflon hoses take a permanent set in operation and the stiffness really does not have any bearing on their serviceability. Read the section carefully and then see what hoses you have and go from there. that’s how we do things In the shop here at RPM Aircratt Service, Gaithersburg MD.

I can only find the 2004 article, but nothing that says it’s updated in 2019 or what part was updated. But it looks like stale information In 2005, lycoming updated the core policy to basically say no chargebacks for a complete operable engines, but that was in 2005. To my knowledge, that policy has not changed. https://www.aviationpros.com/home/press-release/10435490/lycoming-announces-change-to-engine-core-policy The current Lycoming core policy https://www.lycoming.com/sites/default/files/Lycoming Engines Exchange Engine Core Policy.pdfhttps://www.lycoming.com/sites/default/files/Lycoming Engines Exchange Engine Core Policy.pdf

Last I heard, Lycoming core policy says if you deliver them an operable, running engine they do not charge for surprises later. That is one good thing you get is that you have no core chargebacks, because the crank and a case together are like 10 grand that you will be eating from a field overhauled. It is a nice looking engine you’re going to have fun..

To top it all off the insurance companies are massively raising rates of smooth policies if you can get one at all. We had one for a year but then the renewal was more than double.

May be the same as window weld but that works too

That’s removable access door sealant. The better stuff is PR-1425B windshield and canopy sealant. The Flamemaster number for the equivalent is CS3247B

Those guys are solid gold.

If he were buying a new 52,000$ Ford F150 Lariat he would be in and out the dealership in two hours. 0% for 72mo and all.

theyre making you buy a 15000$ GTN750Xi for it.

DXB's doghouse baffling is so airtight that you can put a compression tester on it and its 80/80. Ive flown a few M20C's now, and they all run hot. some a little hotter, but all are 420 on climb on a few jugs and 380-410 in cruise.

The G5 and the AV30s are not the same category of product. The G5 doesnt require an external antenna, it can uese the GPS for aiding. The AV30 is also a DG, not a full featured HSI. You must set it, and it drifts, just like a vacuum DG.

You are correct. We have to manually level off at the altitude and hit ALT.