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To answer my own question it is not a floating nut plate so alignment was not the issue. Running a tap in did clear the way. It seems odd to me that suddenly it developed a problem. I can't imagine what caused it to change. I suspect that nut plate is going to need replacing sooner rather than later by an A&P with the experience and tools, which I am not.

This is what I do too. And it allmost always works. There is a video by Don Maxwell about hot-starting a Mooney that I really enjoyed and thought was educational. It's linked here on this site multiple places I'm sure. In that video he said "Lycoming engines always start flooded." I took that to heart and it relieved my stress about starting a hot or warm engine.

For anything but a cold stat my technique is to leave the throttle where it was at shutdown (1100 rpm), NO boost pump, mixture ICO, start cranking and WAIT 2 to 3 seconds to see if it lights off...if not, then I SLOWLY start advancing mixture until it starts. This works for me for anything from a few minutes to a couple of hours after shutdown.

Added new equipment including a 28 volt Robotow and Rosin sun shades

This translates to approximately 147ktas which makes more sense. I honestly can’t tell you what the RPMS were but I normally cruise at 2400 even up high. I know that our little C models are amazing for the speed you get from 180hp but 160 knots does seem a bit questionable

He's showing just over 20" at 11,500; my C barely makes that at 10,000. And at 20"/2500 and 10,000 msl, I'm usually around 145-148 KTAS (indicating around 145 mph).

Like Mooney in Oz said above, in those ‘intermediate’ situations I tend to go rich mixture, throttle full, then a few second burst of the fuel pump. Then I do a hot start technique (throttle open a little more than normal, mixture lean). Seems to light off within 10 blades. A little throttle “in and out action” sometimes is needed to get the air/fuel ratio right, but that might be our engine.

I generally did them in this order when warmish… 1. Hot start 2. Normal prime, normal start 3. Flood it, flooded start. Don’t remember getting to #3 more than once or twice in 10 years. Fyi, I always prime with throttle full open, mix full rich as that’s the most flow.

That’s exactly what I’m getting at. The numbers don’t add up.

You’re assuming the instrument is correct on a 60 year old plane.

Looks like that isn’t even at full throttle? Something doesn’t add up.

135KIAS at 10,500 is ~160KTAS... I'd like to see those speeds out of my J (and like the C you're flying, I don't have the lower gear doors).

If mine has been shutdown for longer than about 20-30 minutes, I fully open the throttle, give it a quick half a second boost pump squirt of fuel, close the throttle then do a normal start. This method generally works for me provided I don’t over do it with the boost pump.

Hi all- Does anyone have thoughts on starting a sort-of warm engine that’s most likely in vapor lock? Hot start— check, no issues. Standard cold start— check no issues. Flooded start— check, no issues. An engine that has sat for about 2 hours— kicking my butt. Previous chats and the internets suggest going with a hot engine start (throttle - slightly in, mixture - cutoff, no boost). That’s not really working. My Plan B has been to boost it to a flooded state (checklist style with throttle cracked, and mixture rich) then doing the AFM Flooded Engine Start. Also not really working. Now I’ve seen a suggestion to boost it to a flooded state by: Mixture - Rich, Throttle - FULL OPEN, Boost pump - ON 3-5 seconds, then crank with Throttle - ~1000RPM, Mixture - Idle/Cutoff. I guess it sort of makes sense to boost with throttle fuel open to purge fuel lines of vapor, but that’s a new one to me… so I now open the floor for suggestions. Cheers!

Well for whatever it is worth it I went to fly the M20C from my 93 year old friend who now prefers to fly dual... I was surprised at the speed that this little carbureted airplane is able to achieve (I fly an M20M). Does this seem normal? It does have all kind of speed mods including J windshield and fairings and gap seals etc. but still has the 180HP engine.

Well The Village People are popular again

I've been twice, haven't been asked to drop trou. But my former urgent care place has turned into family medicine (found out when I got sick and popped in), so need a new place. Will talk to my new doc, sadly not nearly as close to the house . . .

Let's hope it doesn't evolve to ramp checks.

Mooney Part 914004-000 Click #1 -- LASAR is $270: https://lasar.com/hardware-bolts/machined-bolt-nose-gear-914004-000 Click #2 -- non-LASAR: $18: https://www.altairaircraft.com/products/914004-000-mooney-texas-several-machined-bolt-nose-gear-price-per-each Not available, but nevertheless I'd like to meet the person who slaps a $300 price tag on a bolt.. Sad, very sad.

My Basic Med doc asked to see my anus, so I bent over spread my butt cheeks and said, "See! No contraband, no shivs!"

30% increase is maybe reasonable if we can get the parts we need. But, when I ordered a part from Lasar and Mooney sent it directly to me the forgot to remove the invoice to Lasar. Sadly Lasar added 60% on top of the Mooney price just to order that part. Sure, Price and Demand... But 60% markup is ridiculous... and now an additional 30% on that. I would be much more happy to give that 60% markup directly to Mooney instead of Lasar.

numbers look realistic, think for longevity max TIT is 1600 and max CHT is 400, as log as these numbers are not exceeded the engine can be run at 78% power in cruise, think the peak TIT numbers can be sustainably achieved at the bottom of the power chart, let's say below 60% power for long range cruise, with that in mind the engine is not that much of a primadonna, just my personal opinion after running it for about 650h over7 years

Well, you see, a lot of us pilots are... ah, well... let's just say it's important that we get examined. More seriously, though, in additonal to colorectal cancer and prostate cancer (or severe hypertrophy), hemorrhoids can also be a relevant finding from an occupational medicine standpoint (lotta sitting in this hobby). But, from having recently looked at this again from the patient side, I believe they can simply decide that history, symptoms, and demographics don't suggest any problem and defer the examination. Didn't used to always be the case. And often isn't on the military side. But, no, a class II/III doesn't always need to get what an older grizzled doc once described to me as "your yearly greeting from the Naval Chief of Staff".

I'm taking mine to a sweet upholstery shop that handles my cars. planning on a peanut butter quilted look, maybe peanut butter seating with black sides, kinda like the new denali ultimate

Aero Comfort 210-340-0177. Hector. Redid my seats. Easy to work with. Very accommodating. Will build to what you want or will give you clues to comfort. All certified.