Top End on the Acclaim begins

[AcclaimML]

The jugs, pistons, valves et al. from continental finally are in and the tear down commences slowly.

The pre-buy showed compressions in the 30s on 3,4,and #5 cylinders.

A few pics along the process and info for those Acclaim owners.

[AcclaimML]

By the way. Both AP's are raving about the build quality, craftmanship, and engineering on 730ML.

Makes an owner feel pretty good. Especially a newbie to Mooneys like myself. ...so it makes the newfound obsession okay right?

( somebody say its okay- somebody say its okay )

[Cabanaboy]

Oh yeah, awesome aircraft!!!!!!

[fantom]

Your new obsession is quite understandable, and those AP's better rave about a $700K Mooney.

I know you're not the original owner, but does your attraction to it's color have anything to do with:

[johnggreen]

AcclaimML,

Curious as to the engine hours and engine management parameters. Tops at half way to TBO seem to be the norm for the Continental. Have your mechanics specifically identified the cause of the low compressions? Are you going to rework the existing cylinders or replace and if so, with what.

Jgreen

[driller]

Nice looking craft!! Were the low compressions due to burned exhaust valves?

[Nathan Peterson]

Very nice my friend, please keep the pic's coming and keep us up todate. Nate

[AcclaimML]

Your new obsession is quite understandable, and those AP's better rave about a $700K Mooney.

I know you're not the original owner, but does your attraction to it's color have anything to do with:

Uh no. The orange color will eventually have to go. I'm more of a purple and gold guy myself.

Though I may just replacing the orange with Mooney red. But first things first....

[AcclaimML]

AcclaimML,

Curious as to the engine hours and engine management parameters. Tops at half way to TBO seem to be the norm for the Continental. Have your mechanics specifically identified the cause of the low compressions? Are you going to rework the existing cylinders or replace and if so, with what.

Jgreen

Yes I've seen those numbers. But this engine only has 250 hours on it. Only a an 1/8 of the TBO. We know we had some exhaust valve cupping and scorching on the bore scope. But we only saw that on # 3 and # 5 cylinders. But # 4 looked pretty good but the compression was in the 40's. we won't know for sure until the jugs come off fully. The cam should be fine as the rocker arms are smooth as silk. Will get a good look at it tomorrow when the cylinders get pulled. All the metal shavings were aluminum in the filter. We shall see...

I've ordered brand new valves cylinders and pistons from continental. Might as well make her good as new. The rest of the bird is practically new.

[johnggreen]

AcclaimML,

Though I fly a Bravo, I spend most of my "aviation blog" time on Beechtalk. The newer model Bonanza owners fly the 520 and the 550, many with turbo normalizing. Cylinder "problems" and top overhauls are an expected part of Continental ownership but it usually comes at mid-TBO times. There is a lot of real knowledge as to the problem on that site, much of it from engine shops that are sponsors of the site.

I'm just saying that your low time for an overhaul would be very disturbing to me. I think you might find a lot of legitimate advice, as opposed to opinions, and support there if you go to the engine section. On the front end, I will tell you that they don't accept anonymous posters or tolerate on-line punks which I think you will find refreshing.

Jgreen

[AcclaimML]

Thanks for the pirep. Will check it out. I suspect I'll have my answers soon. Being I just bought the plane, I don't know how it was run or how often. I suspect it sat quite a bit. 200 hours in 5 years ain't much. Heck I put 40 hours on her just in the last 6 weeks.

Certainly EGT's and TIT's allowed to go too high but still in the "green" are likely to blame. Running LOP at too high of power settings or at too high an altitude or what not. I don't want to start a ROP or LOP debate, but getting above 1500 degrees on exhaust gasses and inlet temps I think is a contributor. We have a 550 in a turbo Saratoga, and those are our red lines. She's at 1300hours and compressions remain great. She has only one turbo and no inter cooler.

[Hank]

Your new obsession is quite understandable, and those AP's better rave about a $700K Mooney.

I know you're not the original owner, but does your attraction to it's color have anything to do with:

War Eagle!!

Sorry to hear about your troubles. It's an interesting paint job, though. Here's hoping you get her fixed up soon.

[AcclaimML]

Thanks Hank. But I knew what I was getting into when I bought her. It's all good.

GEAUX TIGERS!

[Hank]

Yeah, ya'll shellaced us. Rather like your plane will mine, even on a bad day.

But you got the right mascot! I wish my plane didn't have 3 shades of red in it, but I do like how it looks. It's nice to have an uncommon paint job.

[WilliamR]

AcclaimML,

First, very nice airplane. Second, and unfortunately, from what I have seen, its not uncommon in the engine setup of the Acclaim to need a top very early in the engine's life. I have seen and heard of many Acclaims needing a top in the 300 - 500 hour range. You don't have to look too far on controller to prove this out.

So, my question is whether SB M20-312 was completed and if so when. If it was not, how does the breather tube look and do your maintenance people suspect abnormally high internal pressure to be the cause of early "failure"?

Interested in your feedback.

Thanks

William

[jetdriven]

Did the previous owner's ROP operation contribute to the coking and plugging of the breather tube?

[Seth]

I'm sorry to hear that you need a Top OH, but at the same time, I'm gald you found out about the issue before it became an issue in the air. As you are aware, may Acclaims need TOP OHs early. Bruce Jager showed me a picture of the Accliam engine uncowled running with bring orange exaust pipes because it was being run too hot - which your aircraft shows evidnence of in the two cylinders. The exaust too hot blurns the valves and the heat has no where to go but to the cylinder - Top OH here we come.

Most likely, it was run too hard or not kept cool enough. Back off a few knots or keep the engine a bit cooler and you'll get a much better run out of your engine after the Top. Good luck with the break in - and as you know - I love the paint job.

Take care,

-Seth

[AcclaimML]

AcclaimML,

First, very nice airplane. Second, and unfortunately, from what I have seen, its not uncommon in the engine setup of the Acclaim to need a top very early in the engine's life. I have seen and heard of many Acclaims needing a top in the 300 - 500 hour range. You don't have to look too far on controller to prove this out.

So, my question is whether SB M20-312 was completed and if so when. If it was not, how does the breather tube look and do your maintenance people suspect abnormally high internal pressure to be the cause of early "failure"?

Interested in your feedback.

Thanks

William

No that SB hasnt been done as far as I can tell but the breather hose was really pretty clean. They just got the first cylinder off, and honestly, it looks good. We' ll know more when the low compression jugs come off.

Thanks for the compliment though, she is a beauty. But you know, all the 550's in the Cirrus and Corvalis' as well show a lot of top ends in the 500 hour range. Personally I'd rather glide in a Mooney than anything else. )

Did the previous owner's ROP operation contribute to the coking and plugging of the breather tube?

Well the breather tube is good.

[AcclaimML]

Got some new pics of the first cylinder and piston. The higher res are in my gallery. Not really much to report just yet as # 1 had compression at 72/80. When we pull #3 is likely when the story will unfold.

I was quite impressed at the sheer size of the pistons and the relative thinness of the cylinders. Course I'm comparing to automotive and motorcycle V-twins I've worked on.

[AcclaimML]

I'm sorry to hear that you need a Top OH, but at the same time, I'm gald you found out about the issue before it became an issue in the air. As you are aware, may Acclaims need TOP OHs early. Bruce Jager showed me a picture of the Accliam engine uncowled running with bring orange exaust pipes because it was being run too hot - which your aircraft shows evidnence of in the two cylinders. The exaust too hot blurns the valves and the heat has no where to go but to the cylinder - Top OH here we come.

Most likely, it was run too hard or not kept cool enough. Back off a few knots or keep the engine a bit cooler and you'll get a much better run out of your engine after the Top. Good luck with the break in - and as you know - I love the paint job.

Take care,

-Seth

Most definitely. We expect burnt valve on the three bad cylinders. But hoping for a clear answer to the aluminum in the oil filter.

And I plan on keeping her cool. Course being involved in the tear down along the mechanics is very instructional. As she comes apart there's a story to each piece and why it looks the way it does. Anything I can do to be a better pilot and to make my bird last as long as possible.

[jetdriven]

The fact a low time private pilot with no IFR rating in a 280 MPH airplane might have something to do with the fact you need a whole new top end in 300 hours. I remember he used ot say "fuel is cheaper than engines". Well, that extra 6 grand in fuel might have actually hastened the destruction of a 15K top end.

[carusoam]

Nice photos. The exhaust valve on that one looks good, uniform and orange, right Byron?

Best regards,

-a-

[Parker_Woodruff]

Fly that bird Lean of Peak and you shouldn't have these problems.

[bd32322]

Fly that bird Lean of Peak and you shouldn't have these problems.

Parker - in a separate thread you had mentioned you got rid of fine wire spark plugs to get it to run LOP in your encore.. Did you mean you got rid of the massives by any chance? I thought the fine wires are better suited for LOP operations for some reason ..

[Parker_Woodruff]

Parker - in a separate thread you had mentioned you got rid of fine wire spark plugs to get it to run LOP in your encore.. Did you mean you got rid of the massives by any chance? I thought the fine wires are better suited for LOP operations for some reason ..

If I said that, it was a typo. I got the Tempest Fine Wires and absolutely love them. My plane has been down for awhile in paint and getting other minor maintenance issues resolved. I need to have my GAMIjector on #2 modified a bit, but the Tempest Fine Wires have been excellent. They even lowered my EGTs and TIT.

The end result of the Tempest Fine Wires has been more consistent LOP operation. As with any engine, get the intake leaks fixed first, then make sure the ignition is good on all counts. Finally, get the GAMIs.