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This shows cabin light placement

This is a J

This might help. It’s a m20K. several headliner pics

There is a M20C, E, F, G Service and Maintenance Manual in the downloads section of this site that has schematics. Apparently the older motors have separate field and armature connections. The wire colors are shown in the diagram.

Yep, it is flying well and regularly!!

I was having dinner with my wife last night and said we should go somewhere this weekend. She said that sounds great. So I reserved a hotel in Grover’s Beach CA. We got up this morning, packed a bag and headed to the airport. This is what I Found: I knew they were going to work on the ramp, I thought they were just going to seal the cracks. Oh, well.

I thought I remember in one of gami's engine test, that no detonation happens until CHT gets above 420 degrees even if you run the engine right at the worst possible red box area but the rate at which the CHT's are rising is fastest there. Seems to me if we now have good CHT monitors, and most consider 400 degrees the upper limit, that if 100R did not have as much detonation margin, you would see it on take off if you had a cht rising above 400. question would be if reducing power would be acceptable enough to still make the climb out profile?

@Echo I have been known to poke fun at misunderstandings and otherwise inappropriate circumstances , including my own. I’m just another bozo on the bus just trying not to take life too seriously. my 77J dukes is also a 2 wire motor.

Welcome Jonathan, might want to add some more information about your Mooney or just another post to help us get to know you better and that you are not a one post wonder that we seem to get here often.

I try not to think about the 35 to 45 seconds of vulnerability climbing to 800ft and I'm usually light weight. At max weight, unless I did a turn, I don't think I could make it back as I'm too far away.

738 lbs useful load? Are you sure? Sounds awfully low for a J.

Price lowered to 89,000

Did the same on my O. Love it. Field Approval was straightforward since it’s the same engine as the Bo.

Maxwells bought that and have it in Longview now.

all pages that have information about the KAP 150 autopilot in the GI 275 Part 23 AML STC Installation Manual, 190-02246-10 are here GI 275 - KAP 150.pdf

Here is a link: https://static.garmin.com/pumac/gi275_autopilot_compatibility_c.pdf

Remember mooney back when the 252 first came out, they thought 420 degrees was a cool running engine! And compared to the GB engine it was but we now cringe at anything over 400 degrees. They just didn’t know what we know now through better instrument testing. also peak tit was only for 65% and below. I think the 75% power poh chart is running richer than peak tit no? Or the tit would be past 1650 especially the 78%hp setting.

I read somewhere that most other plane manufacturers have the tsio-360 at 220hp and mooney had continental setup the tsio-360mb as a derated 210hp engine and that is why the poh has a 78% hp power setting as that equates to a tsio-360sb 75% power setting for cruise. i find in my tsio-360mb engine that rop i run up against cht personal limit of 400 degrees and lop i run into tit personal limit of 1550 degrees. And if i try to go deeper lop so i can cool with more air as i increase fuel for hp i run into roughness issues. I have since backed off my tight limit of 1550 to allow up to 1600 tit noting that at above 1600 seems to be common tit temperature creep up and thus i really have to monitor closely to the point i keep 1585 my new maximum. This gets me close to 75+%hp i liked one mooney driver’s quote. As a fail safe 2500/25”/10ff will work at all altitudes. And he flew in the fl’s alot. my typical cruise is 2300 to 2400 28” to 32” and 10.0 11.5 ff to keep cht below 400 tit below 1600 and smooth running cowl flaps closed. Only when isa is +10 or greater do i have to start opening cowl flaps to offset the higher temps. one interesting observation i have seen my CHT’s run cooler at 28/29” compared to 25” enough to make note of it as it’s counter intuitive except to say i heard mooney designed the induction system optimized for 28” not sure if that is folklore or true.

What are you using for fuel flow readings? my stock fuel flow meter is .8 gallons more than actual. When i got my jpi to read fuel flow also i used it as changibg the “K” factor is software where as the original would need me to flip some dip switches. I calibrated the jpi by running one tank dry in flight, land add 5 gallons to that tank. Reset the totalizer, start up and fly on the 5 gallons. When engine runs out note what the totalizer shows and adjust accordingly. I have mine down to .1 accuracy now on my jpi but my original show .8 per hour over so i use the original for flight planning purposes but use the jpi for leaning purposes.

Can you post what the fix was? Curious minds want to know.

Be glad you were not around north of dfw, denton area a 6pm denton airport received 75 mph winds in front of a storm and wreaked some parked planes. Our runway was closed this weekend for resurfacing and i almost preposition my plane to denton so glad i did not! https://www.wfaa.com/article/news/local/hangar-multiple-airplanes-damaged-storms-in-denton-officials-say/287-01451fe0-02de-4393-bef4-95d8b86c9f9a

Fair enough. Just frustrated. Sorry Eric

https://www.dropbox.com/scl/fo/v5htpg56mo4smumeulxxf/ABkeXx0_cIr6Co371xzlSHg?rlkey=7rvebe53si4h88tquenz13h7a&st=bq1hhhoi&dl=0