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Have not had any issue but have a concern with the cht being high. When in cruise flight they cool down and in a cruise climb at 120mph they are running at the edge of the green arch. Also in ground operation with cowl flaps open CHT rises pretty rapidly not to exceed the red line. Attached is a picture of the engine temps and instrumentation, picture was taken during a steep turn maneuver, but have been seeing the same indications up until reaching cruise flight and then closing cowl flaps after seeing cht decreasing. Not sure if it may be faulty due to oil temp running cool. Engine only has 50 hours SMOH.

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I fly about 8-10 hours a month for work and usually only spend an hour or so on the ground at my destination. For this reason, I frequently fly both outbound and return legs under very similar conditions. That being said it’s nearly impossible to account for all the variables to get a true no wind block speed. Winds she. You might get additional vectors or asked to reduce speed or be given a 360 for spacing or have to extend you downwind as your cleared #3 for landing. The more data you have the less the noise matters.

UL is currently 1059lbs. She flys better than she looks…

No I also don’t have my addy posted on the FAA site so I don’t get spammed by AMEs My electronic log (and boss) track this

Was monitoring 21.5 yesterday at work…man First heard someone report a baron down in FL, we relayed it to ATC, reports were it went in hard, saw the photos later, yeah Next heard a kitfox report down and safe, bad day but good news considering, benefits of flying STOL planes Then heard a plane reported down just N of Gila, later find one dead one in the ED. I’ve heard stuff on guard before, though normally it’s just the regional kiddies making animal noises, but three in one flight is a record I’d not like to repeat :(

There might be more to the OP's situation but, from recent research, treatable OSA (obstructive sleep apnea) alone has a defined path for a special issuance. I've heard a few stories recently about people who had an interaction with an AME where they took a conclusion as final or read it more broadly than they needed to. Worth finding a good ally to work through this with. Again, there might be more to your situation.

If Air Power can get you a new cylinder in three months you should be thrilled. No one else is going to get you a cylinder any sooner. About three years ago there was an 18 month wait on TIO-540-AF1B cylinders. I wouldn't waste the labor cost on a used cylinder, especially on this engine since people run them too hot. Even having a cylinder rebuilt will take you longer than January since the parts that are always backordered on these cylinders are the exhaust valves and guides. -------- This is way more info that you asked for . . . . You may have owned your Bravo for years, but since you're new on Mooneyspace I'm going to share some information on what temperatures work for this engine. If you run it by the POH you will burn up cylinders, turbos, exhaust systems and maybe occupants. Normally we all think of the POH as the final authority but if you take into account all of the experience that Bravo owners on this forum have, in 36 years now since the M20M was introduced, the recommended setting for longevity on this engine is a max combined number of 53 (MP + RPM; Example 29MP + 2400RPM). The people that run 34/2400 will be buying cylinders often. Even 32/2400 will never make TBO. Also keeping the TIT below 1600 will prolong the cylinders (especially the exhaust valves), exhaust system, turbos and TIT probes. The POH was never revised from the original and it says 1750 max, but that's when in the early life of the M20M people were going through a set of cylinders every 200-300 hours. The early M20M owners fought the battle and eventually Lycoming developed the wet-head (Bravo) engine, which helped. However still even with the Bravo (wet-head) engine you'll still never hit TBO if you run POH numbers. The other big thing with this engine is that the TIT probes really only last 200-300 hours - less if you run it hotter than 1600. When the probes fail the TIT reads low, compounding the problems. As an example someone runs it at 1650 indicated when in fact the TIT is really 1750 since the probe is bad. This will mean turbo overhaul, exhaust overhaul and cylinder replacements. Looking over the logs and seeing when the probe was last replaced is very important. Every time you have the engine cowl off carefully inspect your exhaust system as if your life depended on it, since it does. A few Bravo accidents occurred when the exhaust system burned through (especially the "Y" in the tailpipe) or the early spot-welded Turbo V-Clamp gave way and 1600-1700 exhaust gases burned through the firewall and it didn't end well for the pilot and passengers. Make sure that a soapy water pressure test is done on the exhaust at every annual and that it's visually inspected at every 25 hour oil change (Yes this is one of the few engines that Lycoming says it is mandatory that 25 hour oil changes must be done - Lycoming SB 480F). I've had three M20Ms and there are a lot of other people on here with a lot of M20M time as well and that's what we have learned so far.

Zero reason to appeal; it'll just get denied. Get a CPAP, and go get the SI, then Basic Med! This is NOT hard.

Thanks @LANCECASPER….probably should have went there first!

This seems like a VERY touchy legal situation to my layman legal mind. Namely, a SINGLE aggregate purchase order is going to be from ONE individual; it's NOT going to matter how many contributed. The alternative is to, somehow, get the manufacturer to accept multiple POs from individuals for a quantity of ONE, totaling to 50 parts. As a manufacturer I would be very reluctant to do that without getting paid by EVERYONE, upfront, along with non-cancelable. Plus, they are going to be pretty suspicious...i.e. what are the odds that 50 people suddenly have the need for a 'low torque actuator for an old piece of equipment'

I"m not following 'the financials' in your argument. The total value of the fleet is irrelevant to the financial viability of making a particular part for the fleet. The NUMBER of planes in the fleet is the key; and, I'm afraid, 7,500 just isn't that big of a number when you look at the percentage that need a given part in a given year. It's a very tough business situation.

Paging @Jake@BevanAviation, please pick up the courtesy phone. . .lol

No but the local flight surgeons do. I've gotten cards in the mail from doctors I've never seen regarding a physical that's soon to be due. Gotta wonder what data base they tap.

This, zero reason to get anything else.

Do they (FAA) send reminders for your Class 3? AOPA is very good at sending reminders--take the class every two years, visit your doctor every four years, don't send any paperwork to anyone, just keep it at home where you can find it if ever asked for it (you know, just like the airplanes logbook).

Once your SI arrives, stop getting Class 3 and change over to BasicMed. Life is very good on this side!

Ressurecting thread due to similar issue and never read the outcome here…. Flew a four leg cross country this weekend and on legs two and three about an hour into each flight I was startled by an “altitude” audio warning from my Aspen PFD and noticed I was slowly descending 200ft below my altitude. I also noticed that my flight director bar went from level to a minus 8 degree pitch. Picture below. KFC-200 autopilot When i deselected the autopilot and climbed back to level off I could not reselect altitude hold. The “Alt” light would come on but the flight director bar was still minus 8 and either the autopilot would start to descend or the autopilot would not hold altitude. i hand flew it until landing but then the beginning of the next leg and all through the fourth leg the autopilot held fine….even through some rough turbulence. thoughts? Static line, control box? But then why the flight director on the Aspen would not show level.

We are looking to replace a cylinder for a Lycoming TIO 540 AF1B engine on a M20M. New or used and serviceable cylinder. Any suggestions for shops or dealers that can help? Our current vendor estimates a January delivery date but we would really love sooner. Thanks in advance!

Just tell them it's for a low torque actuator on some old equipment whose original manufacturer closed years ago.

You didn't buy your Mooney from the company. You bought it from a previous owner. Mooney sold each airplane once, many years ago to one end user. It may have changed hands many times since then, but Mooney didn't make a dime on any subsequent transactions. Expecting them to support the airplanes which are now 20, 30, 40, 50, 60 and 70 years old is crazy. Manufacturers have done it up until now, not to be nice to everyone, but in the hopes of making a profit. Now that it hasn't worked out, if you want to keep flying your airplane (whether it's Mooney, Beechcraft, Navion, Piper, Commander, Cessna, etc) you'll have to get creative. People who own classic cars such as Packards, Studebakers, Edsels, etc figure out ways to keep them going or they move on to something else. The FAA has the OPP provision, there are salvage airplanes, and yes there is now LASAR. So there are options. The vast majority of parts for airplanes don't even come from the airframe manufacturer.

I followed your logic up to the last sentence… An updated M20E makes a great retirement plane… Speed, efficiency, and a great instrument platform… for two. ”don’t need a long body… would rather have the speed…” last I checked… all long bodies are much faster than all short bodies… add a pair of TNs… then you have reached ludicrous speed in the FLs for two… with 1knms range… this is often the last step prior to going turbine… this could be explained if comparing an M20E to an M20F… the F, is a mid body… sharing the same IO360… Best regards, -a-

One change for M20Js showed up with the shaped wing tips… and… rounded corners on the side windows… And… matching interiors to windows… the latest interiors were fabric covered molded fiberglass… the 70s M20Js… were very 1960 Mooney… the 90s M20Js… were very 90s Mooney… extra care should be taken to know what the MGTOW is… it directly affects the UL… a few of the structural Tubes were changed to support this.. The separate mags are nice… roller cam followers are cool too… the best part… they all fly the same, unless you got the Rocket Engineering STC… 300hp makes a real difference… go Missile! PP thoughts only, not a plane sales guy… Best regards, -a-

I have been a LASAR customer for over 30 years, always honest and ready to help. I really hope this works. Brett and John are smart people, they need our support, and we need theirs.

@Matthew P went through this a year ago......."unfortunately, no manufacturer will give me a quote because it's a part to be used in an aircraft."