Shadrach

An image of the So open up the thread in whatever browser you use on your phone. Then select “add files” at the bottom of the post. Then select the image you wish to up load.

It’s pretty clear to me that these are 1st gen Bose plugs. When oriented and resized together it’s hard to see them as anything else.

I think the recommendation to ensure he’s getting a good TIT reading is valuable. However, his original post stated that all EGTs were rising and falling with TIT. Surely not ever probe in the exhaust decided to fail at the exact same time and in the exact way. It seems clear that there is something going on with the combustion event. New probes are not going to change that.

Sorry. I should have read the OP more carefully.

It can be usage issue, but I have seen instances of frequently flown factory new 320s and 360s failing in less than 500hrs. This was pre roller tappets in the early aughts.

It’s a you problem. I sent him a DM with no trouble.

Same here…as a knuckle dragger, I’ve never understood the problem with the selector.

Hi Chis, Good to see you. Pretty sure that it is just a low profile trim piece for the sump without pre-drilled holes. I took a minute to peruse Bruce’s site and found this image.

I remember launching out of college park with my brother in a rented 172 circa 1997 and sight seeing around the beltway before circling the steeple of the Mormon tabernacle. Self announcing in the pattern at KCGS was the extent of our radio work.

It’s not an old wive’s tail. It’s physics. All other things being equal, each additional blade decreases efficiency. Efficiency isn’t everything. However in the power ranges of the Mooney fleet, a 2 bladed prop is more efficient. Now, MT’s three blade may rival other two blades. If that’s the case, that just makes me wish they would make a two-blade version.

Do a mag check first. Dead plug will cause high EGT.

Did you fly the Cessna SkyMaster that I frequently saw around the I495/I270 corridor?

How would a faulty probe cause the engine to surge? Oscillation in the TIT reading sure. Oscillation in power? Not so much.

I have mixed feelings about the whole thing. Yesterday’s static display for the public was rained out. Today there were lots of folks observing the departures from off airport locations but the event did not seem especially friendly to the public. We lunched at a family members hangar and then strolled around the aircraft as they parked after the fly over. I saw many familiar and friendly faces from the local pilot community and AOPA, but not a lot of non aviation families. We had full access to the parked aircraft which was nice. There were no crowds. The flight itself sort of showcased the type of flying that has not been possible in GA for a long time. On the up side I met a gentleman observing off airport who had lots of airplane questions. After he asked about flight training, I offered to take him up in the Mooney in the next week or so. To which he eagerly accepted.

Even as a silhouette, the Spartan Executive is stunning.

It was a local Ovation, and it was not on static display after the fly over. I was under the departure end of 23 for the take off. It was good for observing but the position of the sun made most planes look like silhouettes.

My thought as well. If I was flying that frequently, I’d like run them quite a ways past hourly TBO.

There are several components to this on a customer service level and all of them tripped my BS meter. Not communicating inspection findings to the customer upon engine disassembly is lousy customer service. Making decisions about how the engine will be reassembled without consulting the customer is not only lousy customer service, it’s underhanded. Good customer service would include an immediate discussion of the condition of the engine internals, questions about the customer’s goals for his mid-time power plant and then options for return to service. When I had my powerplant IRAN’d, the shop owner called me the same day the engine was disassembled to give me his appraisal of the engine internals. He said that the lifters had microscopic pitting and that they would very likely make it to TBO, but that replacing them now would be a trivial expense. We elected to replace. The cam and crank both looked beautiful with almost no visible wear. The cylinders all looked good save for one which showed some irregular heat patterns on the exhaust valve. We elected to send the cylinders out for IRAN. The shop owner did not make the determination on the repairability of the crank case, that was left up to the overhauler, Crankcase Services of Tulsa, Oklahoma. Had Crankcase Services found the cracked case half to be unrepairable, I suspect they would’ve sold me a serviceable unit and taken the serviceable half of my case as a partial core. As I said earlier, all of this work was performed for a very reasonable $4200. I realize this is 2010/2011 pricing but I had no sense that I was getting a screaming deal on the work that was performed. Only that everyone was being paid fairly for their portion of the work. What truly surprised me was the number of people who were shocked at how economical the repair had been, and how many of those folks would have elected to just have the engine overhauled at a cost of roughly 10X. That engine has been oil tight and in service for 13 years since. It is, by all accounts, one of the strongest IO360s I’ve ever flown behind. A couple of other things I would mention about the OPs situation. His crank and cam are serviceable. The line items in the invoice are for “repair” which comprises a range of possibilities that will include some but not necessarily all of the following - magnetic particle inspection, verification of dimensions, machine work and heat treating. Some parts may indeed not be serviceable. However, I find it hard to believe that the crank and cam are serviceable but the cylinders, accessory gears and fuel servo are all shot. so while I don’t have a personal dog in this fight, I do have some experience in having an IO360 IRAN’d and this situation still smells just a bit.

N1525T is an Ovation local to KFDK . It’s the only Mooney I saw listed in the line up. GAFlyOver4.4.pdf

Mine has been tight since I hung the engine in 2011. The leak from the case crack was obvious. Smoke from the top of the heat muff on shutdown. I only grew it like that twice before we diagnosed the crack.

That is a common area. Mine cracked on passenger side case half through the bolt boss that is just aft of the Alt/Gen mount area. Case was overhauled by Crankcase services in Tulsa. Cost of$840 including return shipping. I also replaced all the lifters.. All in cost in 2010 was $4200, I R&R’d the engine.

I think there is something fishy going on with in the shop. Are you dealing with the owner?

Agreed, but we are privy to the images of the paper estimates…unless the OP fabricated them, which seems unlikely.

Ask him if he paid more than factory overhaul price on each overhaul or received a frequent flier discount on the next few.

The fact that Brown makes it in white makes it an easy choice.