Bartman

My old and decrepit ship gauge reads 2600, but I downloaded the RPM app on my phone and it reads 2680. The JPI 900 is in my future upgrade list, but my recent engine rebuild consumed a lot of my funds.

Ok so here’s another thing to consider. With a stuck or partially stuck valve the lifter is no longer in constant contact with the camshaft lobe. What kind of damage can that cause ? Would it look something like this ?

This was early during my installation earlier this year. Some things were changed and re-routed, but no change to the oil cooler hoses.

The short answer is yes and I do it on every flight with my 1977 J with the same engine as you have and JPI-700 monitor. If you have used that monitor before then great, but if not then download the manual and become familiar with setting it up to run LOP. Pick a power setting in your POH that is 65% HP and set it there to start. Use the procedure in the manual and remember to move the mixture very slowly. The main thing is you get ALL four cylinders LOP and if you are new to it I would just shoot for 15-20 LOP and as long as she is running smooth then you cannot hurt anything. Quick

Oh BTW, did you do the oil screen on the back of the engine ? Its a lot of fun with safety wire too.

BTDT My procedure is to drain the crankcase via the quick drain when the oil is warm. Come back a couple of days later and remove the filter. I use a baggie to surround the filter with shop towels under the filter for backup and have minimal mess.

Last year we flew to KDTS for a long weekend and stopped at KCTJ on the way back for a fuel stop. She was returning from Osh and we just got lucky. While we were there this aircraft happened to be there and we obviously stayed around for a good look. We were treated to a takeoff and I think she ended up at Space Coast Regional as the destination.

That happened to me many years ago. No telling how long it had been that way or when it was done because I had not had the plane very long. We had to replace the tube.

The one with the spring came off the engine and looks like owner produced part. I produced my own made of leftover spring steel wire used on my overhead vent.

I had this after installing a complete set of new fuel hoses. The debris from either one of the new hoses itself or contamination on installation clogged the flow divider and was showering debris to multiple injectors too. I had multiple injectors with obvious debris and could not see thru them, but after cleaning them only to become clogged again. I ended up sending the flow divider off for service and the shop noted debris. No more problems after cleaning the flow divider.

Bob, to say I enjoyed this thread is an understatement. I lived your pain earlier this year with the engine, but did not tackle the other items you chose to address. You are right in that Mooneyspace is very powerful and this community helped me sooooo much both in research and reading about my issues, and also with helpful comments when I needed a little help or encouragement. Can’t wait to see the finished product !

I think I might have one that came off my engine. The old ones looked like owner fabricated, but similar to the picture above. I fabricated new ones from the leftover spring steel wire I got from McMaster that I used on my overhead vent. If I can find it I’ll take a picture beside a tape measure. Can’t do till Sunday.

I found the cause of my low CHT on Cyl #1 and it was my own fault and when I discovered it I felt like a dumbass. When I was cleaning up the hangar I had a bunch of cardboard boxes to dispose of and under the flap on the bottom of the box that my baffles were in I found it. There it was, a small rectangular piece of baffle under that cardboard flap that goes in front of Cyl #1. After installing it I flew full power for another hour, and another hour alternating 65-75 while LOP. Now all 4 Cylinders are normal and I have used zero oil in the past 3.5 hours. My GAMI spread was 0.5 initially and a

If your cowl is like mine it needs some work and may be a factor. Mine has the stress cracks on the top and I can see it expands when at cruise speed, but not much. I bought some carbon fiber and have been rounding up other supplies like the vacuum system, and this winter I plan on redoing the old improperly done reinforcements that are peeling and cracking on the bottom of the upper cowl. There is a very well written and detailed thread by @jetdriven from a few years ago that I am using as my guide. +1 on the new baffle seals by @GEE-BEE, this will fix your problem 100%

I pulled my 430W and slid in the Avidyne 440 with the matching AXP322 remote transponder. I have never had second of trouble from that setup.