aviatoreb

Oh I am quite confident that Penn Yan is a first rate quality company and they would not be suggesting this route if they didnt think there was something cost effective that they could do that they could recommend to me. I really respect a company that is willing to turn away a customer when it may be in my best interest.

How do I sell them? Is there a third party distributor? Im close enough to Penn Yan, about 3.5 hrs drive - I supposed I could borrow a trick or get someone to help, I could go get it - but then what would I do with it in my hangar?

Yes - the field overhaul at Penn Yan vs the factory reman zero time is $30k different and they are suggesting it's cheaper to go factory. A factory new would be $39k more.

Yes the R&R shop is Weber aircraft in PA, a nice mooney specific shop. The engine was shipped to Penn Yan which is maybe 3 hrs drive away. it was disassembled there and evaluated which is where it is now. yes I will have to pay for the disassembly and evaluation, which is money already spent but I dont know how much. If I would buy a factory zero time or a factory new engine, I presume that is a drop ship no core purchase - unless they will take the core - so either very expensive or slightly less expensive if I can get something back on my current core in its defective and disassembled state that it is, plus shipping. Or maybe I end up abandoning the core and its scrap? I dont know yet. I just remember that also RAM had core exchange engines so presumably I could also purchase those outright without a core, or maybe partial cost offset with a defective core? Maybe that will price a little better than factory? Anyway at this stage - no matter how I spin it - this re-engine will shape up to be unusually expensive. So be it - Im stuck and I am just trying to best manage the situation.

Is a crank shaft on the order of $30k?

So if a case repair might be $2k and they are suggesting to send me to at least factory overhaul zero time for $30k beyond what the original overhaul was - that suggests that the crankshaft is $28k?! How much is a crankshaft to buy new? Or a serviceable one? Or a replacement case? Are these two parts really that expensive? BTW a complete new engine is $101k.

They were 17-19 weeks out at AirPower.

I'll do that. Its just that RAM was the runner up shop I researched but I went with Penn Yan because its also excellent, had a slightly better price for the same spec'ed overhaul but also very important it is nearby and the r&r shop Weber a mooney service center likes them and uses them. Well I remember RAM had offered a core exchange. So surely they can even offer outright purchase or partial core exchange or something.

I forgot about Ram! I'll call them Monday. Thanks!

Right on - I seem to more than once transpose those words but I do quite know there is a difference.

The difference in price between new and reconditioned factory overhaul is $9500 for a TSIO520NB. So nothing to sneeze at - but I am considering new - I just want to hear collective wisdom since these are big numbers and I want to make a considered opinion. That said - I am really bummed to be paying more for what I consider an inferior engine. Factory new is not as good as top tier overhaul including better cylinders with properly seating valves - both of which are not a given from factory new cylinders. Or has the factory finally started producing reasonable cylinders quality control? And the cam wont be as cool.

This is what the report said - it came with pictures but I just have to trust the experts. It can be fixed but not more cost effectively than just replacing so they say and they are suggesting I go with AirPower inc in Texas where one sources factory engines. "Regrettably, two essential components have been deemed non-serviceable, rendering an overhaul economically unfeasible. The crankshaft is at its maximum limits, measuring .010 undersized, and requires significant repair due to excessive wear and pitting. Although a used crankshaft was found, the total cost of repairs and necessary replacement parts would surpass the value of a replacement engine option from Continental. Furthermore, the crankcase is below serviceable limits, necessitating extensive repairs that involve heating, welding, and subsequent machining, along with the replacement of all studs and sleeving of the lifter bores. If a used replacement crankcase were available, an overhaul would still not be cost-effective at current market values and availability."

Well my engine is at Penn Yan Aero for overhaul and I just got back a very disappointing report after disassembly. Both the cam shaft and the case have problems making overhaul much more expensive than original estimate and actually not even cost competitive compared to complete replacement. So they are a good shop and have made the recommendation that I should go with factory new or at least factory zero time. Of course I am disappointed that it will be lots more expensive but I guess that's how it goes with airplanes - they are stupid expensive. Even more so I am disappointed since I had spec'ed some improvements that I wont be able to get now - I had specified superior cylinders and camshaft. I really think continental cylinders are crap, especially the valves, and I am not happy about this one bit that I will pay lots more and get what I consider an inferior engine. Any ideas where I might source an engine from a good shop ready to go? I texted victor and I know their engines will be nice but I bet a replacement from them will be dramatically more expensive than new - if they have one. Still ... what else is out there? Most likely I guess I will be sporting a factory new engine in several months. :-/. Oh - and whats the mooneyspace collective wisdom on factory rebuilt vs factory new? is factory rebuilt what they mean by "zero time"? Mind you this is factory rebuilt I presume out of bin parts because it wont be from my engine (which already was a factory rebuilt from many years ago). Your collective wisdom and thoughts will be most appreciated.

Hello. Yes - I lost my turbo - and thus my engine went dead at 16,000 one day over PA. I didnt know it was my turbo at the time and I proceeded to a nearby airport but I did have a lot of options to choose from at that point and I even arrived over my destination airport a dozen miles away with like 10k to spare which I spiraled down to a successful engine out landing. Looking back I could have tried to restart once at breathing altitudes but my hands were full and the runway was made and it didnt cross my mind. But it should have crossed my mind. Anyway I made a nice dead stick landing. Knock on wood. The story is on here somewhere - search the word sake.

I read this thread trying to understand what it is in my airplane that might eventually bite me and need replacement but I wont be able to find one - what is this part? Is it an actuator? A gear? The helix screw? Where is it? How hard is it to get to and replace if I had this part in hand?

Has New Jersey developed a case of the chicken pox?

Well I prefer Mooney - which is why it is what I have. But the Cardinal is a very nice airplane. Best looking Cessna and especially easy regress probably compared to any other small GA airplane I can think of.

I dont own a sidewinder but I have watched the guys at weepnomore use a sidewinder easily on my rocket which has an MT 4 blade.

My engine is entirely different but lead times are similar right now. My engine is literally on a truck right now going to a top shop. Why are lead times so long right now for major overhauls? Is the supply chain still messed up from Covid?

Wow - that does look handy - and easy to adapt to a tug.

Pre-emptive.

Overhaul - 20 weeks. ;-/. But at least I timed it to be down largely during the winter. Penn Yan. Btw I have little faith in factory cylinders so I’m going with superior cylinders and a superior camshaft too.

Well... I like mine - a lot. Enough that I'm doing a new engine at just shy of 2200hrs now into 12 years of ownership.

Im not sure sumping can catch all ice crystals suspended in the fuel if they are there or would even point out that there is crystals in the fuel when looking at your sump cup. How did Victor find ice in the flow divider long after the event? Wouldnt ice melt right away after landing? BTW - IPA - when I was first reading about it one thing I read is it is standard practice for the Canadian Mounties - and I figure if its good enough for them - its good enough for me - I live in a cold winter climate - but again - it can happen at altitude any time of the year.

My guess as said here - suspended ice particles in the fuel clogged the fuel screen. This is not a Mooney specific or even a Continental specific possibility. It can happen to any of us who might fly in below freezing conditions - which can happen in summer at altitude or winter at lower altitudes. I have for at least a decade put a dabble of IPA - you want extreme pure IPA rather than the drugstore stuff that has water in it which is self defeating - for this purpose. Correct dosing is mentioned here in other threads and IPA is an approved substance at correct dosages for continental engines as noted in their circulars. It doesnt take much to prevent ice crystals from suspending in the fuel and clogging the flow divider. A thought - if this does happen to anyone and it is above freezing at lower altitudes I would guess its possible that the ice would melt before landing so even if a restart is not possible early in the event during cruise it might be possible at lower altitude - so file that away in case a restart might still be possible. In any case well done - and wow! I too once upon a time had a complete loss of power in cruise - at FL16 but due to a turbo issue - and a nice dead stick landing to an airport - on a nice summers day - not ice in any form. In any case I was quite shaken after. Well done sir!