Shadrach

I fly an IO360 and the red belly of my plane is grey with exhaust residue from the exhaust pipe outlet to about where the spar carries through.

Sorry, but those images are lousy. Try reposting some that are in focus. And limited to the specific area in question. Might help to light the area and turn off your phone’s flash. that being said, it looks like there may be a bulge between the spar and the cap. Hard to determine how bad from current images. If it is bulged, the wing will likely need to come apart. $$$

I disassembled, cleaned, lubed and reassembled mine about 15 years ago. Running like a top ever since. The adhesive on the still pliable electric tape around the motor was as sticky as new. All of the bearings were stamped made in W. Germany. It just needed to be cleaned and lubed. Brushes were hardly worn. Truly impressive build quality. They do make LED bulbs that fit your beacon. https://www.aircraftspruce.com/catalog/pnpages/13-22438.php?gad_source=1&gbraid=0AAAAADkVbL9HTtCK_TFm97Ps8cGBphzZp&gclid=EAIaIQobChMI9Z6Eo6e3iQMV3WBHAR1oXQXGEAQYBCABEgLNH_D_BwE

Yup, I poached it from another thread (unfortunately, it was not attributed to you). I could not believe the numbers that the OP posted and had to verify I wasn’t losing it.

Did you buy those on close out?

Homemade tanker truck? What part of Utah are you from? I’ve seen some homemade set ups and that ain’t it. That looks like a small Howo fuel truck or a clone of one.

Odd that this was not caught on pre purchase test flight. Nevertheless, it reads like it is upper deck related. It would not be difficult to rule out leaks.

@Ragsf15e Just curious what the fasteners on your 68 look like?

Hi Patrick, I think Don was likely referring to the potential for collapsed soft hoses. The shape of the pipe you have circled is likely a red herring unless it is compromised in some way. Your numbers make no sense to me after reviewing the Bravo power chart, so I question whether your engine data is accurate. Per the POH at your stated MP and RPM leaned to Peak TIT should yield around 14.5gph. How you are running CHTs that hot with a TIT of 1400° (350° rich of TIT redline) while puking an extra 5.5gph through the engine is beyond me.

On my 1967 F model, these are all #10 machine screws with flat washers.

There are few market forces at work with regard to 100LL other than demand, it's mostly regulatory forces. Innospec is currently the only TEL producer in the world. If multiple refineries are able to license G100UL, then buy and blend from readily available ingredients, it should make for a more competitive market, not less.

Winchester, VA is closer and and cheaper...SS $5.47 FS $5.87.

Laughable? https://www.lycoming.com/publications/service-letter-no-270 Eliminating lead removes the barriers to modern synthetic oils. It will be a while before that happens, but it will. Doing away with the thick, toxic, grey film that accumulates on the belly is nearly to worth it. Being able to have my little ones help clean the belly would be worth it. I have been tested and I know that I have detectable lead levels in my system that are above average but still in the "safe range". In my youth I was careless with my handling of 100LL and aircraft parts that had been exposed to lead. I think the threat of lead to the general public from 100LL is way overstated. The real threat is to pilots, maintenance professionals and passengers that fail to take precautions or engage in risky behavior.

There needs to be a method of approval.

Because I value my time as well. Most of my flying recently has been purpose driven. Flying two to three days a week means I don’t need an excuse to get the plane out. I am not making a special trip for $50, nor would I add a stop to an existing trip for $50. I like my local FBO and I want to do business with them. I enjoy having local services available. I had to delay my trip to NC a few Saturdays back because of a leaking line to the fuel pressure gauge. I had a new line fabricated with my old fittings (local shop), installed (by me) and signed off by an IA at the FBO before 11:00am Monday morning for <$200 total. I was able to do that because I support and have relationships with the service providers on my field. Shopping all over hell and half acre to save $50 is not a big concern. I might feel differently in my retirement, but that is quite a ways off.

$6.99 is very competitive for the Bay Area. FS at my rural Maryland airport is $7.15 and SS is $6.60. I tanker up on cheap gas when I encounter it, but want my local FBO to remain strong. If I lived in San Jose, I would happily buy G100UL at that price.

How many hours on the prop and how many overhauls? If it was serviced with Aeroshell 6 at last overhaul, the most recent formulation is known to separate. If slinging grease is the only issue, I would just have it resealed or overhauled and go fly. Herniated seals are sometimes a self inflicted wound caused by over servicing the hub with grease. Has it recently under gone annual inspection?

425° is high for a stock F model. I don’t think my engine is ever seen 425° CHT in its lifetime. Indeed, in 25 years of operation, I think I can count the number of times I’ve had a CHT over 400° on one hand. Is your cowl I’d love to stock? What do you mean “have to really lean it out”? Mag drop is a function of timing. Improper timing on either or both mags will cause a mag drop. What does that have to do with mixture?

Where is it located?

I’m not surprised that you were able to tour the shop. Ole was very generous with his time when I called to inquire about an exchange. He gave me a thorough explanation of how they improved the pump and the operational tests that they’ve conducted. They rebuilt my pump, but the turnaround was only a few days even with shipping. Look forward to seeing your project fly.

I don’t disagree. I typically lean for taxi. I just know a living, breathing, example of a pilot (my father) with 3k+ Mooney hours, that never leaned any of his three Mooneys for taxi. Whether injected or carbureted, his engines suffered no ill effects from full rich ground operations. That does not mean that I’m advocating against leaning for taxi. However, I do think it’s usually a red herring to attribute maintenance issues to full rich ground ops, specifically with regard to injected Lycomings. Ground leaning can help mitigate a poorly adjusted idle/air mixture, but it would be best to set the idle air mixture to the proper spec.

Shutdown RPM really does not matter that much...anything around 1000 +/- several hundred will work. It really isn't a precise procedure. In a proper state of tune these engines will fire off pretty easily with a fairly broad range of fuel/air mixtures.

For take off you want raw EGT values of around 1175°-1225°. The lower the DA, the more you want to er towards lower take off EGTs.

I’m not sure that you quite understand how the Bendix RSA FI system works. His engine is certainly running richer than it would be at full rich sea level…how much richer, is hard to say. Raw EGT numbers would shed some light. It’s likely not running “super rich” given that he has CHTs pushing 425° in the climb.

I’ve done some more research on nickel cylinders and I’m getting mixed information. Can anyone confirm if they have/don’t have a crosshatch hone. Some sources say yes and some sources say no hone but fine carbide grit mixed in plating to facilitate oil wetting. I had always heard the latter but some sources say a shallow 15° crosshatch is used.