Jump to content

Search the Community

Showing results for tags 'Engine sag'.

  • Search By Tags

    Type tags separated by commas.
  • Search By Author

Content Type


Forums

  • General
    • General Mooney Talk
    • Modern Mooney Discussion
    • Vintage Mooneys (pre-J models)
    • Mooney Safety & Accident Discussion
    • Engine Monitor Discussion
    • Miscellaneous Aviation Talk
    • Bug Reports & Suggestions
    • Videos
    • Avionics/Panel Discussion
  • Group Specific Forums
    • Florida Mooney Flyers
    • West Coast Mooney Club
    • Texas Mooney Flyers
    • Acclaim Owners
    • Mooney Bravo Owners
    • Mooney Mite Owners
    • Mooney Caravan
    • European Mooney Pilots
    • Mooney Summit
  • Trading Post
    • Aircraft Classifieds
    • Avionics / Parts Classifieds
    • Hangars / Aviation Real Estate
  • West Coast Mooney Club's Our Loyal Sponsors
  • West Coast Mooney Club's West Coast Mooney Club Facebook Page
  • West Coast Mooney Club's FLY-IN SUGGESTIONS
  • West Coast Mooney Club's CLUB WEBSITE
  • East Coast Mooney Fans's Fly In / fun places to visit
  • East Coast Mooney Fans's Which Mooney do you fly now and which is your favorite?
  • Midwest Mooney Flyers's Events
  • Georgia Mooney Owners's Tiedown cost

Blogs

  • maxfly's Blog
  • Perspective
  • Rob 231's Blog
  • Bill Franklin's Blog
  • Skypylott's Blog
  • egarcia77035's Blog
  • captainglen's Blog
  • iwilighting's Blog
  • M-twenty-two's Blog
  • mchaser66's Blog
  • dasyk's Blog
  • Heather's Blog
  • AircraftShowroom.aero
  • allanfranks12's Blog
  • MooneyPTG's Blog
  • Mark P's Blog
  • Robert Flood's Blog
  • ronmacewen's Blog
  • jimhinson's Blog
  • superfly1's Blog
  • RMichl's Blog
  • dustysov1's Blog
  • stephen bell's Blog
  • Willieb3's Blog
  • Bruce Le Roux's Blog
  • tim's Blog
  • Lloyd Babcock's Blog
  • David Lourenco's Blog
  • Suzalex117's Blog
  • jpindy's Blog
  • Rxrawlings' Blog
  • Rxrawlings' Blog
  • f4av8r's Blog
  • f4av8r's Blog
  • captainglen's Blog
  • Aviation Expert
  • Tomtrotter's Blog
  • J. mitchell's Blog
  • Fuel Leak
  • HRM's Blog
  • hoofman91's Blog
  • Shuvro321's Blog
  • Rookie's Blog
  • Blue Sky
  • scott poms' Blog
  • Wstairprop1's Blog
  • beausking's Blog
  • Rae's Blog
  • M20K dripping turbo
  • Doug
  • Hawkeye
  • Maintenance costs of airplanes
  • MooneyMaint
  • Best Auto Darkening Welding Helmet Reviews 2016 & 2017
  • Pat
  • Frank
  • Spring Break across the US
  • All4thekidz
  • INDY
  • Avionics Upgrade
  • Avionics Upgrade
  • varon
  • East Coast Mooney Fans's East Cost Blog

Categories

  • Airframe Manuals
  • Engine Reference Manuals
  • STC's and 337's

Calendars

  • Community Calendar
  • West Coast Mooney Club's Club Events
  • East Coast Mooney Fans's Flying Events
  • Gulf Coast Mooniacs's Events

Find results in...

Find results that contain...


Date Created

  • Start

    End


Last Updated

  • Start

    End


Filter by number of...

Joined

  • Start

    End


Group


AIM


MSN


Website URL


ICQ


Yahoo


Jabber


Skype


Location


Interests


Reg #


Model


Base

Found 2 results

  1. Since there doesn't seem to be one dedicated place that discusses M20S/M20R sagging engine problems (or droop) and information is scattered throughout the forum under different threads I thought I'd summarize my experience with the problem and how I got it fixed. Started 5 months ago when I had the pre purchase inspection performed by a MSC in TX. After getting a clean bill of health, (or so I thought - see separate thread) I arrived to pick up my new to me Eagle. It was a very low time aircraft with only 470TT. The first thing I noticed was a 1/2 inch gap between the top of the spinner and the cowl. With dismay and some sarcasm I asked the A&P if he thought this was normal (a rhetorical question). He said, engine sag is a common problem, the mounts were inspected and were in "good" shape. I was upset at having just paid for an annual/prebuy and this is the first thing I noticed from 20 feet away. After some back and forth negotiations I closed on the plane and flew home knowing that I had some airplane maintenance to do in the near future. I returned to my home field and asked my local shop to also inspect the mounts as the aesthetics of the sag really bugged me. They too said, common problem with Mooneys. I still wasn't satisfied and started doing some internet research along with looking through dozens of threads on MS. I did find that earlier short and mid body Mooneys have a shim procedure designed to help fix the problem but there is no such "official" procedure for IO550 equipped aircraft. After several PM's with another mooneyspace member and eagle owner, I also learned of a service bulletin that applies to M20R's but not to eagles. However several eagle owners have run into the same problem. Basically insulation behind the upper mounts doesn't allow for proper torque to be set on the bolts and can cause sag. After an air to air photo flight where I had some very high resolution pictures taken, the sagging engine looked even more pronounced airborne than it does on the ground. I had heard a few A&P's say that sagging engines will "align themselves" in flight. Based on my experience, that is clearly not the case. After seeing these pictures I knew I couldn't put off fixing the problem any longer. The next step was to take the plane to a highly regarded MSC in PA. Weber Mooney inspected the mounts and were able to determine in short order the engine shock mounts were very well worn, had excessive play and recommended that they be replaced. I wasn't surprised since the mounts had been on the plane since new (16 years) and the sag was so pronounced. Additionally they showed me how much movement my engine had compared to an M20R that had new mounts. There was a big difference and even though there as still ample clearance between the spinner and cowl, it solidified the fact it was time to replace. The good news is that Weber MSC had a set of the very hard to find lords mounts (PN Lords 1 x J9613-75 and 3 x J9613-76) on hand. Also as they got into the job they noticed that one of the front spacers had been improperly installed. This made the sag even more pronounced. Weber was able to swap the mounts and install the spacers correctly in less than a day. Now the engine is properly aligned with the cowl. They also checked my plane and found that I did not have any insulation behind my engine mounts and the torque on my mounts was correct. The SB didn't apply but the piece of mind was worth them checking. The total cost for all for mounts was just under $1500 and their labor rate was very reasonable. I am very please to have my sagging engine fixed and found a knowledgable shop that does great work at a fair price. The attachments show pictures of the sag both on the ground and airborne, along with the Part #'s out of the M20S / M20R parts catalog and page 1 of a 6 page service bulletin. Once I have a good weather day, I'll post the before and after pictures. Since posting I've received a couple of questions from M20R owners asking if the Lords engine mount part numbers are the same. the answer is yes. M20S and M20R use the exact same lords mounts.
  2. My new-to-me 1970 C-model showed the obvious signs of weak engine mount isolators (Lord Mounts). The prop sagged over an inch below the cowl opening. It was time to tackle the task of changing the engine mounts. In case anyone else needs to do this job I thought I'd share some info. There are multiple ways to do this job. I describe what worked for me. The Lord mounts for a C-model cost about $450 a set. Access is very tight but do-able. I removed some intake parts, scat tubing, etc. My aircraft has a 201 cowl and 201 exhaust so your C-model may require dropping the exhaust, etc. You'll need an engine hoist and a way to pivot the prop hub up and down. We used a second block and tackle for that. First off - this job needs at least 2 people. Moving the engine to line up parts, etc. can't be done alone. Removing the old mounts and bolts is pretty easy after the engine is supported. The bolts can be positioned to remove them when the engine is moved forward an inch or so. For the new mounts, we started with the hardest to reach mount and left the mount with the best access for last. Moving and lifting the engine both by hand and the engine hoist was required to get parts lined up. A small brass hammer helped encourage the bolts into place. It took about 2.5 hours. See the before and after images - it made a big difference on this air frame. No additional shims were needed although I made a few in case they were. It's unclear how old the mounts were on this airplane - at least 15 years old and perhaps older. Thanks all.
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.