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Showing results for tags 'lycoming'.
Found 12 results
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Looking to define the reason(s) exhaust valves fail. reading the LOP thread, there is a lot of generalization about operations - such as damage the engine internal pressure - high ICP burn up your engine detonation there are continual reports of top end replacements at 1000 hours or less, yet some operators can go to TBO without issues. How can we define these differences that make sense relating to exhaust valve failures. Mechanical issues are well documented, alignment and tolerancing is obviously important but it is more than that, even with the mis-alignment it seems some engines survive but others do not. It is certainly linked to operational methods. Let's try to develop specific, measurable factors in operations. Some things that seem important - CHT, EGT, FF, ROP, LOP, POWER, RPM etc.
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My typical cruise temps were between 195-205 but Friday I flew to Memphis from Charlottesville (~4 hours) and my temps were in the 225 range. I opened the cowl flaps and kept the temps to 185 range. I am flying back today and will keep an eye on temps but curious as to any ideas as to what I should check given the change?
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I am sure this subject has come up before, but I can't find the details needed. Many publications discuss the cost of an engine overhaul, different options, different suppliers, etc. Yet I would like to know how much more the aircraft owner has to put aside for the items typically not included. And numbers from within the last 5 or max 10 years are of course more interesting than older bills. Consider your IO-360 has lasted 30 years and never failed, and now it's time for major work. Engine accessories are almost always included or listed, but what about the following firewall forward items which aren't any younger : engine mount - inspection and repair, exhaust - new (if welding isn't economical), oil cooler, and the related cost of labor, shipping, taxes, etc. Anything one cannot simply postpone until it really requires replacement or overhaul because that would come even more expensive. Any real data / bills / experience on this very welcome. It is clear that the cost will vary a lot from case to case. Would could be a worst case ?
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So I have 4 cylinders and pistons that were removed during 7463V's annual in 2015. The engine was topped because I got a killer deal on 4 brand new jugs from AirPower. They were all above 68/80, but the engine was right at 1500hrs, and I figured it would be better to go ahead and spend a little money having the internals inspected and the top replaced while at it. I took the removed cylinders to Continental for inspection and discussing overhaul as a "just in case" for future use, but I found out that they wanted more to overhaul than I paid AirPower for new. That being said, the old cylinders are all sitting in my hangar in boxes, and I'm not quite sure what to do with them. My questions: Is there any market for resale, recycle, or reuse? Are there other channels for overhaul beyond Continental? Or do I just throw them away? Just don't want to be a bad steward of good materials if there's something that can be done with them other than tossing them in a big blue bin. The valves were removed by continental for inspection, but they're all packaged away in the boxes too. Any guidance would be greatly appreciated.
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We're picking up 1ZX from an annual turned engine overhaul on Tuesday. We previously had the Firewall Forward HP plus STC, but opted to not use the 10:1 compression pistons in this overhaul. So, the engine is a standard IO360-A3B6D that would be in most M20J's. Triad did the engine overhaul, and AGL Aviation did the removal and reinstall. I will be asking Triad and AGL the same question, but I'm curious to hear Mooneyspace's opinions as well. What's the best break-in procedure and schedule for oil changes during the break-in period? Triad ran the engine for a couple hours on their stand, and AGL has ground tested the engine some. Lynn at AGL is giving us a 2 1/2 hour break in flight procedure that we will complete before our final departure home. From what little I know about new airplane engines, I know they typically use mineral oil in the first hours. For how long do you use the mineral oil? And what's the purpose of mineral oil vs regular oil? Any other general advice for helping get this engine last well into TBO hours? The Firewall forward overhaul was at about 1650 hours when pulled. In it's defense (if there is one), the plane sat for about a year and a half before we bought it with only an occasional ground run.
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This is my first post I have a 1994 M20M that I have had for 4 to 5 years. I rebuilt the engine two years ago and did a fire wall forward rebuild. Everything was fine with the motor and Lycoming called and said they was a recall on the cylinders and I had so many hours or till next annual to replace them but they would cover the cost. I took it back to Gann Aviation who rebuilt the motor to start with and I was happy with. They took 50 hour at 70 per hour to do the job and now Lycoming has come back and said they will only pay 20 hours at posted shop rate. 20 sounds way low to me. So my question is has anyone had a top overhaul done and if so what was the time charged to swap the 6 cylinder and put everything back to gather? I called one other Mooney service center and they estimated 50 to 55 hours to do the job. Thanks Ricky
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Take off and landing with our Mooney M20E at the 6Y9, Pricket-Grooms Field. Located in Sidnaw, Michigan's Upper Penninsula. For reference: The runway is 2,600 feet long, elevation 1,372 feet. Density altitude on this day was around 3,000 ft. Single pilot + approx. 30 gal. of fuel. Take off: Rotate at around 65 - 70 mph, gear up as soon as plane is stable. Flaps up at 90 mph. Continue to accelerate in ground effect, then climb out. Landing: Speed 'over the fence' around 75 mph, full flaps. Flare until she is done flying.- 15 replies
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- backcountry
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Lycoming IO 360 A1A 200HP FI 350 SMOH Chrome complete $16,000 John 815-210-2675 or 386-467-0095
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Lycoming IO 360 A1A 200HP Fuel Injected 1300 SMOH $13,000 Complete John 386-467-0095 or 815-210-2675
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Looking for an engine lycoming IO360 A3B6D for my 1990 M20J MSE
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Starter drug just a little on startup this morning, but the engine roared to life after 2 blades. Just took a quick flight for some VOR work and the shot the ILS back in, under VFR conditions... Taxi back to the hangar was uneventful, but when I shut the engine down, the prop stopped rather abruptly. I was fairly certain that I knew what was wrong before I ever unbuckled my seatbelt. Sure enough, the starter was still engaged on the flywheel. Fortunately, it didn't look like any damage was done to the teeth on the flywheel, but I'm fairly sure that I need a new starter. I've read the name "sky-tech" more than a few times on this board, and was looking at using them for the replacement. Any good pireps out there? Pros / Cons?
