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Ditto, sort of. I have two of those. Each one contains a complete Precise Flight setup for each of the back seats to plug in to the ship O2. I have one of these https://preciseflight.com/product/premium-hard-shell-case-x3-demand-conserver/ that contains two X3 demand conserver setups for the front seats. They all fit into a small zipped duffel that resides on the hat shelf. Truth be told, my X3 setup is always in place and hooked up. And no, I've never had 4 adult people on O2 at altitude at the same time. I got all of that gear in my "new owner exuberance" with visions of many high altitude cross countries with friends in the back. Ain't gonna happen.

my council looks the same too, 75F model except below the lighting where the vent is. Here’s a picture of mine if it helps you. Black knob also.

We are a full page into this which out knowing what engine? If lycoming. What is the idle mixture rise? I have two Fuel injected Lycoming’s quit on Mooneys. Both I had previous issues with idle mixture response and adjustments not working. Thankfully only one was inflight. both required new fuel servos. -Matt

Cylinder Replacements Cyl # 3 8/29/2019 1162.9 Cyl # 1,2,4 12/23/2021 1639.6

I'm maxing at 350 on a bad day! Cowl flaps closed and LOP. I've found higher RPM settings will bring hottest CHT down to 330 .

I found all the old Logbooks in storage and have them with the plane. Lots of questions about engine… Currently at 2215.7, flown often TTAF 6457 Blackstone Labs oil sample reports And Engine log page showing compressions from last February annual. 8_18_2025 oil sample.pdf 1_28_2025 oil sample.pdf 7_24_2024 oil sample.pdf

Probably too late to be of any assistance, but I'm also having fun with my cowl flaps. I pulled the cowling off to do an oil change and noticed a cowl flap bolt was missing. Of the 3 remaining bolts two were working themselves loose and I only had one bushing, but I was able to use this as a reference for sourcing or fabricating replacements: Length: 9.5mm OD: 6.3mm ID: 5mm Or: Length: 0.38 inch OD: 0.25 inch ID: 0.19 inch These are probably not the exact dimensions as my bushing has some corrosion and wear and I used a cheap digital caliper to measure. The parts manual show bolt AN3-7A, un-drilled bolt (I have an early J). I decided to order part no AN3-7 so that I can install a castellated nut (AN310-3) and cotter pin (AN380-2-3).

They should go by max cylinder pressure not CR

So even a moderately boosted turbo charged engine counts as moderate compression ratio I guess. My TSIO520NB is boosted to 38'' of MP (but it goes to 40'' in other installations like the twin Cessnas), but the compression ratio is 7.5:1. I guess precisely to prevent detonation. Even if it looses some efficiency its nice to have your engine not melt down.

You do not specify which Mooney it is, which can influence some finer details, but generally the answers will be the same. I think in all Mooney's, dropping to the 25-25 is considered antiquated technique with some suggesting it is an old wives tale dating back to round engines. I know the best technique for a IO 360 (like a J) is full power until cruising altitude, with mixture tweaking along the way. If you are going to pattern, then full power until pattern, and transitioning to pattern power levels. 25-25 in climb is giving up power that gets you to a safer altitude. The engine quitting at the power change may also be significant. -dan

I have a pair of these https://www.sportys.com/oxygen-organizer-case.html One holds several canula, the O2D2, and its feed tube. The other holds a mask/microphone setup. -dan

My O2D2 box is attached between the rear seats in Bravo and my canulas and pressure adapter reside in a pouch in a co-pilot seatback pocket. Masks (small w/o mic) and back-up canulas are in pilot's seatback. Works well, but I never carry passengers in the back seats so having bulky seatback pockets is not an issue for me.

That's my read as well

I just use a dollar store Tupperware container on the hat rack. If I’m going up where I need oxygen, the bottle is strapped down and ready with a cannula in the back seat. Otherwise it lives in the cargo compartment.

I'm guessing that the 4-cylinder Mooneys are all in this group? Compressions of 8.5:1 are hardly high, and our bores are in the 4½" diameter range. My "little" O-360 has 1.475 liters per cylinder, larger than the total capacity of some smaller cars [i.e., Chevy Sprint has a 1.3 liter engine]. Fingers crossed!

I'd guess the middle part of their graph.

Without saying the data from the engine data monitor it's anybody's guess what went wrong. Do you have the data?

yep. I guess my transition to the 550 is complete.

"The AP is pretty convinced that there is some crap in the tanks that just worked its way down to the servo and blocked the line for that brief instance while we were climbing out." There are three filters that would have to pass through. Filter in the tank. Filter at the Electric fuel pump. Finger Screen at the Fuel Servo. Which is why the Fuel Servo screen needs to be checked. There are lots of little passages in the fuel servo that are not going to clear themselves. You have a better chance at a big slug of water killing the engine. Problem is the water is gone now. The mechanical fuel pump will still pump fuel and not pass the leak down test. Do the leak down test. Yep you are right Electric Fuel pump on. The IO 550 needs lots of fuel to start but too much fuel for low boost pump to remain on. The Lycoming floods easy, but needs fuel to keep running.

What constitutes moderate level of compression?

If the tanks were just done make sure they didn't put sealant over the drain holes in the ribs. That can trap water, not letting it drain all the way down to the sump and then it gets jostled around making it to the pickup later in flight. https://www.mooney201.de/files/M20-230A.pdf

LOL...i was a bit busy with the whole "not dying in a fiery hole in the ground" to look at the gauges during the issue. I do have a JDM and a CGR 30C (not sure if it records or not) but that's a great idea to look.

The AP ran both the manual and electric pump (plugs out, fuel injectors checked, lines in cups) and using both tanks. Good fuel flow every time. They did find that little bit of crap in the servo screen and that's when we looked in the tanks. The AP is pretty convinced that there is some crap in the tanks that just worked its way down to the servo and blocked the line for that brief instance while we were climbing out. When we shut it down and restarted it, it probably fell out of that tiny fuel line and was running fine every since. Maybe rebuilding the fuel servo is now a priority over anything else. But we didn't see any water in the sump and we sumped it quite a few times (gascolator too). And the check list does call for boost pump on for take off, shutting it off once you're up to 500-750 feet (just in case the mechanical pump fails you get to altitude).

AFAIK, only the big Continental ones take off with boost pump off. The Lycoming- equipped have boot pump on for takeoff.

As Eric said, check all screens and filters. There is the gascolator, electric pump filter, and servo screen. If there has been a persistent water problem, it can damage the servo and cause some pretty serious issues. Looking at that screen can give a good indication of health. Do you have engine analyzer with recording capability? What was fuel flow and pressure? Did you note ChT or EgT show anything like a single cylinder going off line? This is most typical of clogged injector. All cylinders tends to be servo or spider and are obviously more hazardous. Hope you can find something on ground…