aviatoreb

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!

I’m going ti try your methods

Ill try that. I forgot to mention - I do tape paper or cardboard to the sides of the glasses to prevent peripheral vision.

In a pinch - having misplaced my official foggles - I have made my own in a pinch with cheap walmart glasses - and masking tape.

When does that modern mooney era begin? Starting with which models?

Mostly hours. I have felt a slight reduction in general power in the last year like getting tired but not drastic. Sone moderate elevated oil analysis values. No smoking gun but that and hours I figured ok let’s do it. In the winter a time of my choosing.

Well - it's Engine Time. I dropped my airplane off at Weber for engine overhaul. My TSIO520NB is at 2050 hrs - on a 1600hr TBO engine. It was going ok but I decided enough is enough. When I bought this airplane in 2010 it had like 700hrs on the engine but the owner I bought it from who had owned it for 1 year had bought it from a widow and it had sat unused for 3 years or so. So I was worried about corrosion and it wouldn't go the distance. But I got it for a fantastic price in that post 2007 crash economy. I was prepared to need to overhaul it sometime in 100hrs or so...but I guess it made it the distance. Hello Penn Yan. Can't wait. Is it Spring time yet? I am a flightless bird for the time being.

This guy actually did it

Yes - try not to fly in ice. But the tks works - but as described. A word of operations - avoid ice if you can, but pre-run your tks before ever entering a cold cloud even if ice is not forecast because it takes like 5 min for the system to express lots of fluid from the wings so - pre-prime it - eg on the ground before you depart to punch through a layer, etc. And run it monthly at least to keep it ready and healthy.

Well there is no doubt - I am going to refresh my airplane with a new motor and no doubt its going to cost a lot a lot a lot, but I am just saying I am going in to it I am aware that my fondest wish that it will be a flying world in another 20 years is not a sure thing. But then, here is to the hope that furthermore, in another 20 years, when I am 77, I will also be in flying condition and I will be excited to hang yet another refreshed motor on the nose!