FLYFST

Regular has one filter attached to the back of the AI and in my case HSI, while the alternate has a single filter attached to the firewall and to which each instrument connects. The alternate configuration is shown on the lower right corner of the diagram. All the best -Hank Sent from my iPhone using Tapatalk

Any procedural advice on replacing the Central Gyro Filter? On my 1990 M20J it is a Rapco RA-D9-18-1 that has just a few hours left on the recommended 500 hr replacement cycle. It is the alternate installation in the Service Manual (MAN123, Figure 37-1) located inside the instrument panel on the pilot's side and appears to be very difficult to get to from the top of the instrument panel. Advice on how much to tighten would also be great as the Service Manual (MAN123, Section 37-13-04) only says don't over tighten. thanks in advance - Hank

Like Skip and others have said, "Dan Long at West Coast Governors is terrific". I sought him out because of recommendation in MooneySpace, and he met or exceeded my expectations. He came through for me in replacing my old governor with a different, newly overhauled governor when like Skip I swapped out my IO-360-A3B6D for a -A3B6. I contacted Dan several weeks before I would need the governor and he offered to have one ready and waiting for me when I needed it, at a very reasonable price, and that is exactly what he did He was also very responsive and patient in dealing with the questions I gave him regarding the installation. Hank

Brad, As others on this thread have already responded, there is a quite a bit of variance in overhaul prices, and that is assuming no nasty surprises like a cracked crankcase or problems with the crank shaft, none of which are typically included in overhaul quotes. As also mentioned by others, there are other costs that typically get quickly added and you should consider when budgeting, such as: replacing the muffler and/or entire exhaust system; overhauling or at least flushing the prop governor and oil cooler; replacing the hoses; replacing the engine mounts; replacing or overhauling the starter and alternator; the cost to remove, ship (round trip) and reinstall the engine; and of course there is always the “might as well fix this now expenses”. These additional costs will vary depending on the condition of the aircraft and engine accessories , but with 1750 hrs on the engine, they are something to consider as they can easily add $10k to $20K or more to the cost of just the overhaul. Also keep in mind that supply chain problems are presently causing delays in parts availability, so expect delays in completing the project from whatever you are promised. Good luck with your efforts - Hank Sent from my iPhone using Tapatalk

They overhauled my D3000 in 2019 and I was very pleased with the results and with their communications before and after, as well as the detailed instructions provided to my maintenance shop for installation and check out. Hank Sent from my iPhone using Tapatalk

Left and right Pilot's Brake Pedals, P/N 720017-007H. Fully serviceable when removed from a 1990 M20J. Please see additional details at listing below: https://www.ebay.com/itm/224660888106

SOLD! Selling 8 fine wire plugs. The plugs have just 294 hours when removed and working great in an IO-360-A3B6D. Price reduced to $480. You can find additional details at the eBay listing below, or PM me with any questions. https://www.ebay.com/itm/224661012528

Unless you can accept being AOG for possibly a long time, going with the overhauled Eaton replacement from LASAR that you have reserved (congrats on finding one!) may be your fastest, albeit much more expensive way to get flying again. For my J model the solution was to replace the Plessey actuator and spring with a low time Eaton/Avionics Products actuator and install it with a new spring, one that is similar but different from the non-available Plessey spring. If the Mooney factory does contract to produce more Plessey springs, that would clearly be the most cost effective option many owners, so the question becomes how long you are willing to wait? While investigating for options, consider pickling the engine to prevent corrosion from the developing and possibly leading to spalling of the cam and/or lifters and thereby creating another problem. Good luck and hope you get your J to flying soon - Hank

Thank you! I’m only 7.7 hours into the break-in process and getting rpm drops of 140 on the EIS and 70 on the Mag, with massive plugs gaped at the lower standard recommended gap. Maybe as the break-in continues the numbers will change some more. I do plan to change the gaps and mark the EIS leads as you did and determine what that results in. Sent from my iPhone using Tapatalk

What results did you get? What is your run-up rpm drop like? Any noticeable change in takeoff or cruise performance? Sent from my iPhone using Tapatalk

Also consider setting the spark plug gap to the lower standard value for your engine on the plugs fired by the mag and to the larger gap on the plugs fired by the Surefly. I just installed a Lycoming EIS and Slick Mag combo on my IO-360-A3B6 and got that recommendation to deal with the large rpm drop I get on the EIS only during run-up because all my massive plugs are gaped to the lower, standard gap value recommended. I have not made the change yet so cannot report how well or not it works on my engine. Sent from my iPhone using Tapatalk

I could not have said it better and share in your respect and admiration for Junkman and Mike Elliot. Sent from my iPhone using Tapatalk

Thanks Skip Sent from my iPhone using Tapatalk

So what about factory rebuilt engines? Is it correct that Lycoming ground tests have essentially completed the break-in before Lycoming ships the engine? Sent from my iPhone using Tapatalk

Thanks! Reading about all the 28V installation problems has me quite concerned. The Lycoming EIS and Slick Mag configuration for A3B6 comes with fixed 20 deg BTDC timing, and advanced timing is not an option for the that EIS.

Anyone reporting problems with the Lycoming EIS on a14V system? If so, what kind of problems? I am expecting delivery of a factory re-manufactured IO-360-A3B6 with one Slick Mag and one EIS, instead of the two Slick Mag configuration. Reading about all the problems reported on the 28V installations, and particularly with the Lycoming EIS and software based approach to the voltage spikes has me increasingly concerned about my decision. Thanks in advance for any thoughts and recommendations. Hank

Thanks Paul, the rebuilt engine and Mag/EIS configuration are being delivered from the factory under warranty to replace what i have. The install is 14V, so it appears i should avoid the issues some have reported with 24V installations. Sent from my iPad using Tapatalk

Hi Paul, on a somewhat related topic, any thoughts you are willing to share on choosing one Slick Mag and one EIS vs two Slick Mags installed by Lycoming on a factory rebuilt IO-360-A3B6? Thanks -Hank Sent from my iPad using Tapatalk

Add to that resurfacing instead of replacing the cam and tappets, not overhauling or even flushing the oil cooler or the prop governor, over size boring all the cylinders instead of replacing with overhauled or new cylinders, the list is probably longer….all apparently allowable for an overhaul. Sent from my iPhone using Tapatalk

+1 for PJ Sent from my iPhone using Tapatalk

What say you Byron, any data you are willing to share? On a related note, I asked Lycoming today about changing the EIS timing on a factory rebuilt A3B6 with a Slick Mag and EIS combination, and the response was: "Currently there is no option to adjust the timing of the EIS system in the field. If you wanted to run your engine at 25 BTDC you would need to order a different EIS system that is set for 25 BTDC." all the best - Hank

Really appreciate that clarification! What Lycoming told you, ".... that all the engines originally certificated with 25 deg BTDC timing would make rated power with 20 deg timing...", is actually consistent with what I reported Lycoming told me, that the IO-360-A3B6 is certificated to produce 200 Hp with 20 deg BTDC timing. The TCDS clearly shows that engine is certificated to use either 20 or 25 deg BTDC timing, and also shows the A3B6D is only certificated to use 25 deg BTDC timing. Based on the TCDS, what appears to be incorrect is that using 25 deg BTDC timing is not a choice for the A3B6 engine when configured with either two slick mags or one slick mag and one EIS. Of course if the EIS timing can not changed to use 25 deg BTDC, and assuming the Slick mag can be changed, then stating the A3B6 with the Slick mag and EIS combination cannot be used with 25 deg BTDC timing would actually appear to be correct. It the EIS timing cannot be changed to 25 deg BTDC, would it perhaps be a better choice to the two Slick mags configuration, that can be set to 20 or 25 deg BTDC as allowed by the TCDS, instead of the Slick mag / EIS combination? What did you use for your A3B6 factory rebuilt? Regarding the power loss reported by some in this forum, per the TCDS and Lycoming responses to you and me, that appears to not apply for an A3B6 delivered with 20 deg BTDC timing. What seems questionable, without providing objective data to support it, was my attribution of the power loss reported by some to using 20 deg BTDC timing on an engine certificated only for 25 deb BTDC, such as the A3B6D. all the best!

Well I just spoke with a Lycoming representative who answered my question, so I'm sharing it for the other inquiring minds in the forum. He confirmed the IO-360-A3B6 is certified for 200 Hp using 20 degree BTDC timing, and that going to 25 BTDC is not a choice for that engine when configured with either two slick mags or one slick mag and one EIS. It therefore appears that the issue of reduced power applies only when setting the timing at 20 deg BTDC on an engine that is certificated for 25 deg timing, such as the IO-360-A3B6D with the single dual mag.

Good information posted in this thread. For those of you with experience with the EIS and regular slick mags, what do you see as the PROs/CONs of getting a factory rebuilt IO360-A3B6 with either two standard mags (slick mag I'm told ship with the rebuilt engine) vs one standard and one Lycoming EIS? I'm waiting to hear from the factory, but I assume if the EIS comes with non-variable timing set for 20 deg BTDC that the standard mag will have to be equally set, and this post thread includes mention of some performance loss from 25 to 20 deg BTDC. Thoughts?

Just a quick note to ask for recommendations to perform spectrographic analysis of the contents captured by the oil filter element. I regularly use Blackstone for oil analysis and they also provide this type of oil filter analysis, but I am wondering if there are any other labs that the Mooney community would recommend. thanks - Hank