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In the early fall of 2014, I suffered a crankcase crack on the Lycoming IO360-A3B6D in my 1979 M20J. I have since replaced it with a factory rebuilt IO360-A3B6. The new engine is about 40 hours into the break-in, and all seems well. Because I utilized information posted on Mooneyspace extensively throughout the process, I am capturing my lessons learned in this series of posts, as a resource to the community. I found that many important aspects of this job were not captured on Mooneyspace (or were perhaps too scattered for me to find), and some information is just simply incorrect (the most egregious being the orientation of the new prop governor cable support arm). I want to give a plug to the guys at Able-Air Inc at KWHP, who offered expert advice while being very flexible with me such that I could perform as much of the R&R myself as my work schedule allowed, then stepping in to make progress when I wasn’t available. Working in this coordinated fashion with Able, I was able to complete the entire process from discovery of the crack to first flight with the new engine in just under 12 weeks, with I’d estimate about 40% owner participation in total hours. (My wife was perhaps less than thrilled how much of those 40% came out of the Thanksgiving and Xmas holidays…) Here are the topics I intend to cover, each in a separate post with its own subject line, such that follow-up discussions on that topic can be more easily grouped. I hope the community will find this overall thread to be a useful container for discussions on the topic of a –A3B6D to –A3B6 engine change for a Mooney 201. 01: Initial Investigation: Metal in filter, hoped it was rocker bushing, etc. 02: OH or Factory Rebuilt? 03: Work summary. 04: Hoses 05: Prop governor: the ratio changes, what model? 06: That new prop governor arm--correct orientation, and how to rig, 07: Prop governor: gasket installation 08: The prop oil line that comes with engine doesn't fit! 09: Magneto notes 10: Misc notes