Shadrach

This is solid advice. @Echo post a picture of the mixing box on the cabin side of the firewall. Need to determine what kind of set up you have. On my 67F, the fresh air circuit is opened and closed by means of a sliding plate. It gets lubricated at annual with triflow. I use kroil or mouse milk on the cables depending on what I have handy. The heat circuit control is on the engine side of the firewall and is a butterfly valve. When the heat circuit is in the off position, all of the hot air is diverted out of the box, and into the lower cowl via scat tube. As the heat control is moved into the on position, the butterfly valve allows heat to enter the cabin side, mixing box, when the heat control is in the full on position, all of the heat is diverted into the cabin side mixing box. This puts a tremendous amount of heat into the cabin. This will yield output temps in excess of 200° at the center vent even in cool weather (YMMV With the modded cowl). Definitely something you want to address now with warm weather right around the corner.

8 to 10 hrs on this to replace a bushing, heim joint and shim? I think it likely that I could have all of the wear items fabricated and installed locally for <$400.. I understand charging what the market will bear. I believe we are nearing a place where it is easier and less expensive to OPP.

I paid just ~$100 a piece for discs from Herber in 2021. Spruce was roughly 45% higher. They are excellent to deal with.

Call https://www.herberaircraft.com ask for Dwayne.

No they don’t… call Herber aircraft.

So $1250 all in to replace a heim joint, re-bush, shim and paint an existing horn? Does not seem like a great value... It seems both Mooney and Lasar have the same plan to minimize sales volume. I guess if you’re going to lose money, might as well do as little work as possible.

That’s more like it! I think it is the cumulative effect of many small things. It’s light (1681lbs). With me and half tanks I’m ~650lbs under gross. The engine runs very strong. It will indicate well into the yellow arc (152kts) down low. It still has the factory rigging. It was a dealer demonstrator for the first 100hrs of its life. I wonder if extra care was taken to maximize performance. Factory paint is not the best, but it flies so well, I’m half afraid to mess with anything. I’ve been too swamped to do any flight testing. Hopefully next week. Curious to see the extra 60rpm affect climb noticeably

@Alan Fox likely has complete nose gear assemblies for sale. eBay has multiple listings for all of the parts you’ve mentioned. Lasar once made a bushing kit for the nose truss that required that the truss be bored oversize and a busing pressed in. Not sure if they still make it. No point in buying it until you’ve determined the condition of the truss you’ll be using.

The delta between pilot side and copilot side is 8°. I don’t know what the numbers are in flight. I would guess the pilot side is a few degrees forward of vertical.

Corrosion? $450 for a used, cosmetically damaged tai pipe is ridiculous when brand new ones can be had for <$800. Whoever is setting their pricing is clearly not concerned with converting inventory to cash.

Indeed not. It was corroding from the inside out. Nevertheless, a new tube could have been welded to the “ball” but the shop said no one would touch it. I was naive then and rarely questioned what I was told…until I got the bill. They tried to charge 4hrs of shop time to hang that pipe.

@crxcte This one was obviously involved in a gear up, but may be serviceable. https://www.texasairsalvage.com/main_view.php?editid1=288409

Mine wore through at the elbow. No one would repair it. It was just over $400 new back in 07. I’d bet they’re near $1000 now.

Sounds very plausible to me...Especially if his ignition timing has be retarded from 25° to 20° as have so many of the IO360A1As.

So I’m guessing they bricked your software and offered you $100 towards a new machine? The feds came down on them and likely made them a deal they could not refuse.

Just as a data point. Our engine went 1800hrs and 33 years before first overhaul. We overhauled based on calendar time and a valve stem failure (thought it likely had nothing to do with time in service). Original crank and cam were still serviceable. Engine IRAN’d 10 years later due to crank case crack. Crank and cam still in excellent shape. We’re now 24yrs and 1500ish SMOH and 14 yrs and 650ish since IRAN. Engine is strong and leak free. I can see no reason to tear down in the near future for us. If you shop around, do call Tom Schweitz. He did our IRAN when he owned Aero Engines of Winchester. He’s closer to Richmond now but I’m sure is still an excellent resource. Valley Aircraft Services 6136 Main St Mt Jackson, VA 22842 Email:valleyaircraftservices@gmail.com Contact:Tom Schwietz Phone:(540) 908-6352

Fair enough. Apologies for my harsh tone. AOG = Aircraft on ground. The connotation is that AOG occurs away from home and is preventing return.

Have you personally verified leak into exhaust? It would require an unusual scenario for a healthy looking exhaust valve to leak after being lapped. No evidence from what you’ve said that mixture setting has anything to do with this. How long have the cylinders been in service?

Likely a longshot to find an exact replacement. That’s a Lamar regulator. While it is a PMA part the M20C is not in the application guide. Not likely there’s one here. If some one has a Delco VR, that would likely be plug and play. My old Delco was shipped to a fellow MS’r years ago.

Great look Scott… He’s stuck away from home late on a Saturday night at a strange airport with a component failure. He’s looking for someone who might have one on hand within driving distance. He said nothing about free. are you trying to look like a complete jerk?

Agreed. It was not on a tender for the first 3 years. After that it lived on one until removed from service after the cap check. Still started the plane just fine but noticed it was losing capacity. I expected it to test lower that 76%. I used the local battery mart to test it so the methodology could have been flawed. It now serves as a 12v power source for troubleshooting 12V electronics that have been removed (instrument lighting and such).

I just replaced a 13 year old RG-35A that failed a capacity check this year (76%). I don’t expect to see that kind of life from the next one. I was tempted by the AXC (AGX?) but didn’t feel like revising W&B for 2.5lbs.

Be interesting to see your POH. The 68 F power tables show 77% available at WOT 2700rpm @10,000

@33UM20C If you’re still uncomfortable, I’m happy to ride right seat and put a second set of eyes on it in flight. I live just southeast of the FESAN INT for ILS LOC 23. Shoot me a DM if I can be helpful.

I guess I misunderstood the first sentence of your first post. But yea if your uncomfortable which high power operations at you airport then go elsewhere. I’m based at a controlled field they are fine with me flying patterns at 3700’AGL. That puts me 2000’ above piston traffic and 1500’ above turbine traffic. The very few traffic conflicts that may occur at that altitude are easily managed with controller input. I have been vectored over many Class B airports over the years and it’s typically done at low altitudes because there is little to no traffic directly over those airports.