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I have an M20F with a fully loaded panel i bought recently for about 140k. GFC 500, dual G5s, GNX 375, JPI 900, Aera 660, lot time engine, and pretty much all the speed mods you can get as well. For the most part the only other thing I would want to upgrade is the interior, which is in decent shape but could use some work. I think it would be hard to spend more than that on an F lol. I'm happy with my purchase, but can't say if I'm the most knowledgeable buyer in the world. I think there's a lot of value in buying something with the panel already done. Probably cheaper to buy into a nice panel vs put one in on older planes like this. That being said i doubt many people would go higher than that on an older Mooney.

I run my Lycoming LOP wide open throttle at low altitude (1500’-5000’) cruise. This usually equates to about 25-30°LOP. In the mid altitudes (5000’-10,000’),I run as close to peak as is possible on the richest cylinder. Above 10k I will run whatever yields the highest speed, smoothest operation. My CHT guidelines are under 350° in the summer and under 330° in the winter for cruise ops.

It applies to the 550TN. NA Lycoming? Not so much

I'm trying to justify in my mind purchasing a sweet, fully loaded M20E. I know there's a point of diminishing returns when upgrading the avionics on an older airplane like this, but I was curious what others thought the upper end of the price range a knowledgable buyer would stretch to. I can post a picture of the panel if it would help. And the airframe has pretty much all of the mods available (201 cowling, windshield, spinner, etc.).

Yes, removing spark from a running engine is a good way to fill your muffler with a combustible mixture fuel and air. Removing fuel from a running engine?…not so much.

I know it’s pedantic to say but the scenario you describe is “afterfire”. Backfire = improper ignition of fuel/air mixture outside of the combustion chamber on the intake side. Afterfire = improper ignition of fuel/air mixture outside of the combustion chamber on the exhaust side.

Myrtle has the TurboPlus Intercooler and the Merlyn upper deck pressure controller. My typical numbers are 27” of MP on the gauge (which works out to 29.x” after conversion), 2400 RPM, and 10.2 GPH fuel flow. The TIT will be ~1,550 F. Those numbers give me: 150 KTAS at 12,000’ 160 KTAS at 15,000’ 170 KTAS AT 18,000’

Nature of the beast -- everyone wants to be a member of an exclusive club. I look at every topic and, like you, have no clue what "forum" they came from. For me, the "forum" is MooneySpace.com.

I know this has been posted multiple times but having read through pretty much every topic on the forums I still have a few questions. I'm trying to figure out appropriate power settings for cruise LOP operations. I have the TSIO-360-LB7, Merlyn Wastegate, TurboPlus Intercooler and GAMI's with a 0.2 spread. For the purpose of this discussion, I am going to use Calculated MP, rather than indicated due to the intercooler. Current cruise setting 32"MP, 2300RPM and 9.5GPH. I believe this equates to approximately 131HP or 59% per one of Jlunseth's comments. Could y'all share with me your LOP power settings for cruise (MP/RPM/FF) and indicate if you have the TurboPlus Intercooler and if the MP is Indicated or Calculated. Finally, Thank You All for making Mooney ownership such and enjoyable experience!

From the Lycoming Engine Manual. Maybe this will help?

After a couple of years of upgrades (and two deployments), I’m finally close to getting my F through its annual. My legacy Hartzell H-1 was overhauled by Aircraft Propeller Works (Auburndale, FL) and installed this year. We recently did a ground run to check the systems. Everything worked great until we began cycling the prop—oil pressure dropped and oil temp rose. We shut down, decowled, and found significant oil loss around the prop governor area. At this point, we suspect the governor was not installed properly, possibly with incorrect hardware or gasket. I went through the latest Mooney IPC, Lycoming IO-360 IPC, and looked for relevant Hartzell documentation, but found nothing that gives the detail I need. Does anyone know where I can find a detailed schematic showing the part numbers and an exploded view of how everything is put together—before I start emailing Mooney, Lycoming, or Hartzell?

Actually kind of doubt that. And if I were connected to a company like Jeppesen, it would be a REALLY STUPID business move to recreate the wheel. Especially when you already have access to all of their data.

I don't post general questions like that in the Bravo forum. I DO find good Bravo-specific info there though, and it's where I post any useful Bravo-specific info I come across. But the separate forum is only as useful as people are disciplined about what they post where. Most people aren't that disciplined about it, nor do I expect them to be. Tapa Talk pretty much trashed that idea with the way it works. I started this thread to gauge interest. If there had been even 100 people interested it may have been a reasonable thing to request. But an order of magnitude less than that makes it a non-starter.

i am probably the one dissenter in the need for a G3X specific forum. But it really doesn’t affect how I follow post here. I virtually never browse forums but follow new activity scrolling till i find something of interest and i probably won’t even note what forum it’s in. But i think we already have way too many forums. For example we added a Bravo forum some time ago and as expected only about 20% of the content was Bravo specific topics. For those people that do browse by forums, doesn’t the logic backfire when a bravo owner asks about something like what kind of tires or tubes to run if only people interested in Bravos will review it? Personally following the intended logic here my vote would be for Garmin avionics and Avidyne avionics if we really need that. i predicts the majority of G3x won’t be specific to the G3x at all but will focus on GTN’s, GFC-500, and G5’s, or even VNAV etc and when so the logic backfires if all the other users with the otherwise same equipment don’t see it. I also don’t get keeping the repository of info in one place. Does anyone search for anything in MooneySpace forums using Mooneyspace search? Google is the only way i search because it’s the only way that works decently. But again this won’t be a hindrance to me either and as a Tapatalk user i can’t participate in polls either. Which is an acceptable compromise to make for me. Sent from my iPhone using Tapatalk

Replying to this old thread because I think I'm having this exact problem after getting a pitot/static system cert done. I have a 1965 M20C that had the electric gear added months after being built in the spring of '65. Does anyone know where that Dukes 3203-00 switch can be bought or overhauled now-a-days?

@Oscar Avalle I put this together, hope it helps. Although I think I like Skip's @PT20J response better - "I did the thing, and it worked" G3X Touch Checklist Basics using an iPad.pdf

I just used the Garmin Checklist Editor https://www8.garmin.com/support/download_details.jsp?id=5075. It's a little clunky, but it works fine after you get used to it. Then, I put the resulting .ace file in the root directory of the SD card and it worked.

If we’re going for easiest place to look and most often recently “touched”, I’d have a good look at the oil filter. There are a surprising number of ways to get distracted and not torque it properly. People make mistakes, it happens. The other thing that I’ve seen from this forum is that the check valves are very thin aluminum and if the wrong adel clamp is used or it’s badly positioned, you can wear a hole in the check valve. The higher pressure one would certainly pump out a lot of oil. I don’t think an internal failure of tge check valve would cause this though? Someone correct me if im wrong, but an internal failure of a check valve would just lead to the turbo leaking a bit when the engine is off. edit: there’s even an sb for the adel clamps and a specific type (with yellow fuel/oil resistant cushion) to use for the check valve s.

Next thing we'll know and we'll have a bunch a new user that you can't get rid of: tennis players.

Hmm, are you certain of that?

Thanks for posting that to make us aware of the seriousness of the matter. Please repost any more that you get like that so that we can keep track of...this serious situation.

Nicely done

I don’t think that’s a issue Jepp is the data that drives FF, one can’t replace the other. Also JeppPro and Foreflight share a TON of features, if anything JepPro (minus some taxi features) is a stripped down version of FF. Even for non rev pilots, I’d say overlaying the plate and verifying the effective dates is cheap insurance as computers do mess up, especially as we move more and more coding off shore I get the warm fuzzies on that dark stormy night when I see my official gov/jep plate overlay (best set to being semi transparent) and everything matches up. It’s not likely the “dynamic” stuff is going to be wrong, but if it was Im the one who’s going to end up just dental records, not the dude coding in India, or the corp CEO. Takes but a second and costs me nothing to view the overlay, that’s the cheapest insurance you’ll find in aviation

I think what @midlifeflyer was getting at is that with Jeppesen and ForeFlight being owned by the same entity, There may be some reluctance to have ForeFlight develop a feature /capability that would replace the Jeppesen product and cut in to their market. Hence enhancement rather than replacement.

Did you use the Garmin editor to create the file?