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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.

Anyone know what type of seals are in the parking brake valve ? The part number of the valve is A-115-4 but there is not breakdown in the parts catalog there are 2 O'rings on the valve stem

looking for Continental IO550G cylinder needed for replacement.

On my first day of Mooney ownership - upon picking up the plane - the landing light was out and traced to a bad connection. The totally unknown to me mechanic replaced the lead to the landing light and noticed there was a hole in the manifold pressure tubing and said he had fixed it. Okay. He also handed me something that he said was restricting the manifold pressure and that I didn't need it. Several years later after I have always noticed the MP to be too high by about an inch or so I did some investigating (I don't have a Turbo!). Thinking back to my first day... 1) The calibration port (you have a hole in your manifold tubing!) is now open again 2) The restrictor that was removed at the same time. It's missing. I'd like to replace the restrictor to see if it brings the gauge back in line before I trouble shoot anymore. Upon searching the parts catalog I come up with two candidates for the restrictor, part numbers: 660155-001 (Eff SNs 24-0084, 24-0378 thru 1378) 660155-005 (Eff SNs 24-3377 thru 24-3404 660155-007 (Eff SNs 24-0084, 24-0378 thru TBA) My plane is a 1977 J SN 24-0348. Doesn't map to any of those part numbers... Does anyone know what the correct part number is for this restrictor for a 77J and whether the Mooney part maps to a Milspec or other commercially available source? I know that there were folks that had issues on installing JPI MP gauges (bouncing / erratic) who got a hold of a restrictor... Snubber.... Scupper... Snuffer. Etc. Whatever you actually call it. Thanks for your help and take care, Brad

So we’re into this year’s annual, and I have a cylinder (4) with a leaking at the exhaust valve 60/80 and it’s opposing partner (3) leaking at the intake valve 72/80. From my logs, these same two problem children were replaced in 2001 and 2000 respectively, so it seems they haven’t done too bad to make it nearly 13 years and 750hrs. (although 1 and 2 are mid 70s and haven’t been touched since shortly after last major in ’89). My IA and I are discussing the options, but basically at 1500hrs and 25yrs, I’m weighing my decision pretty heavily. Oil consumption Is pretty low – 1qt every 6-7 hours. That being said, topping the engine is a thought I’m having, but I’m curious to know if anyone can offer any insight with regard to the “Overhauled” cylinders I’m finding around the internet for around $350-$800each vs the “New” cylinders at $2300 each. The OH’ed cylinders come with 8130, so I don’t think we’re talking about buying some grey market garbage. My thought process would lead me to believe that if I had any thoughts of getting the latter cylinders, I would likely end up better getting one jug for now and a factory overhauled engine in the not so distant future. This is new territory to me, so I thought I’d solicit input accordingly . Any thoughts , constructive input, or things otherwise to be aware of? Thanks! ~Abe