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While running your TIT at 1644 is under the POH max, running that TIT temperature you will go through cylinders and exhaust systems on the Bravo engine. 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, the recommended setting for longevity are a max combined number of 53 (MP + RPM; Example 29MP + 2400RPM). Also keeping the TIT below 1600 will prolong the exhaust valves, exhaust system 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 devleoped 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 a couple hundred hours. 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 th logs and seeing when the probe was last replaced is very important. 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.

Yeah! Especially because it happened last Friday and Monday I had a 750nm work trip planned. Thankfully it was nothing serious. By the way, just flew my longest flight so far... 6.1 hours block time (5.8 air time) on the Mooney. What an amazing plane!

Interesting....four gear-ups due to no-back spring failure in 4 decades. How many gear ups in those 4 decades due to no brain?

Yes, government mandated innovation is the key to success…thank God they made horses illegal in the early 1900s or the automobile would’ve never been invented and city streets would still be full of horseshit.

Here are three systems! The big bulb came out of my J, working when removed and never any issue except me catching the power cable in the cowl and tearing the insulation. The blue one still works, but the original black does not. The other systems are the smaller bulbs, likely for a K or other dual light system with taxi and landing lights. Same 50W XV1A-50 ballast/controller for all 3. I bought this for spares and TBD future use but went with a modern LED instead. These work with 12 or 24v airplanes, and can interface directly to the original switch wires. $150 for each system, or $350 for all 3! Sent from my motorola edge plus 2023 using Tapatalk

No, it is NOT an engineering problem! The SpaceX/Musk analogy is FALSE! He absolutely saw a HUGE market (launching other people/countries' satellites) for ENORMOUS amounts of money. It was absolutely worth the STAGGERING amount of development costs because the payback has been AMAZING. No NEW economics; just the same old ones: see an emerging market, use your capital and expertise to, well, capitalize on it! There is NO such payback waiting for the development of a clean sheet GA piston engine. It is about as much of an antithesis to SpaceX as I can imagine. If SpaceX was publicly traded, I'd invest in a heartbeat. IMHO, only a fool would invest in a 'new' GA piston engine project And, hey, I understand the emotional nature of this...I, too, am royally pissed off! For me it's this 'no lead' mandate being forced down our throats!

I was told it was a “streamlined” brick.

This is what I have for settings. I usually cruise at 30” give or take. I keep my cylinder head temp around 340 and burn around 17 gph. 190kts is pretty common up in the teens TAS. Engine has 300 hours and plane has 1150 TT

It really appears that mooney is transferring what they can to LASAR and shutting down. Now could this be to shed to existing debt? Probably. Could it be to shed China out that still owns 20%? Probably. Could they then turn LASAR into Mooney? Possibly. Frankly, as long as someone finds an actual businessman that knows aviation business to take of "mooney " stuff. But really mooney is no longer viable.

Cherokees are much worse, especially a straight-wing Arrow, that has a ton of drag when the gear is down. I flew a friend's experimental that is kind of Mooney-like but has stubbier wings and a higher wing loading. It's fairly fast but when I reduced power for descent it came down way faster than I expected, and slowed down a lot, too. The Mooney really does spoil you in some ways.

Try this instead: https://www.eaa62.org/technotes/speed.htm

Interesting I may need to see if it needs to be re-rigged. It had a gear up landing by previous owner. I was out on Sunday and saw 144 IAS which resulted in 160kt+- TAS at 6.5 and 7K. Another thought I had after looking at other Bravos on Flight Aware ground speeds are not much different than mine. I always run my engine at 70% based on G3X and it could be that TAS is being displayed inaccurately. A bug that got stuck in the pitot tube preventing from getting proper IAS? Next time I am out I will try to do a four way course to get GS and average them out.

I can nearly be certain it's going to be the barrel connector on the pilot side before it splits. Mine was corroded and causing shorts. I cleaned and recrimped some wires and fixed it.

I use that when I need to fill in an area. Afterwards, any small imperfections can be filled with Bondo glazing and spot putty. My glareshield was in pretty sad shape and I fixed it up with and then sprayed it with SEM texture and black color coat.

9/15/91 Lancaster, PA M20J: UNABLE TO RETRACT GEAR ON CLIMB. EXTENDED GEAR AND LANDED. GEAR ACTUATOR WAS JAMMED DUE TO CLUTCH SPRING FAILURE. FAA AIDS report number 19910915046159I 7/5/03 Oxford, CT M20R: WHILE ON FINAL APPROACH THE GEAR FAILED TO EXTEND. PILOT DIVERTED TO WATERBURY OXFORT AIRPORT IN CT, WHERE HE LANDED GEAR UP. INVESTIGATION REVEALED THAT THE LANDING GEAR ACTUATOR "NO BACK SPRING" HAD A BROKEN TAB WHICH CAUSED THE ACTUATOR TO MALFUNCTION. FAA AIDS report number 20030705013639I 10/30/03 Toms River, NJ M20S: LANDING GEAR WOULD NOT EXTEND. PILOT LANDED GEAR UP. THE AIRCRAFT WAS JACKED AND THE GEAR TESTED IN NORMAL AND EMERGENCY SYSTEMS. GEAR WOULD NOT MOVE IN EITHER POSITION. DISASSEMBLED THE LANDING GEAR ACTUATOR. FOUND THE TABS HAD BROKEN OFF THE NO BACK CLUTCH SPRING PREVENTING THE GEAR FROM MOVING IN EITHER THE NORMAL OR EMERGENCY POSITION. FAA AIDS report number 20031030030799I 6/12/22 Charleston, SC M20J. This was classified as an accident and investigated by the NTSB because of substantial damage to the structure during the gear up landing. The failed spring had been replaced nearly 5 years and 427 hours earlier. Probable cause: THE FAILURE OF THE TORSION SPRING (Note: This was a Plessey actuator. Eaton calls the part a "no back spring" but Plessey calls it a "torsion spring") INSIDE THE DRIVE CLUTCH ASSEMBLY OF THE LANDING GEAR ACTUATOR WHICH PREVENTED NORMAL AND MANUAL EXTENSION OF THE LANDING GEAR. NTSB accident report number ERA22LA319

My first flight in a Cessna was after I think about 400 hours in our Mooney. We rented on in Maui and took a CFI along. I told him I'd never sat in a Cessna but to just give me speeds and power settings. Two hours later I was coming in to land and when I was where I pull power on the Mooney I pulled the power. He immediately reached over and shoved it back in as I said "sorry, I'm used to my Mooney."

I have used the same for years with no problems.

It is a CIA plot to tell you your Watergate is bugged.

Before I owned a Mooney, my roommate got those. He tried all kinds of home remedies, nothing worked. He finally went to the drug store and got the special shampoo. It worked in short order.

Things moving along! Shop found a discrepancy in the roll servo arm length, needed to be shortened on my bird. Minor modification thankfully. Ill be heading out Monday for a review and were adding a second cigarette light socked for additional power for future items i may want to power up. Excited to see the panel update for the flat pack… -Don

In a Diamond DA20 during PPL training power idle was on downwind at the numbers with first flaps...

Better yet, is replacing the 10,000 plus belly panel screws !!!! ;-)

I'm told Vinyl paint will work; I'm suspicious as well which is why I ordered a sample. I plan to give it some overlap to address shrinkage since I'm installing in FL where it's HOT!

+1 @Ragsf15e 1. Cad machine screws. If the head shows any damage, replace it. 2. Put a small smear of anti seize (use a tooth pick) on each screw before installing. It’s time consuming, but once done, you don’t have to do it every year. 3. Hand install screws. Using a ratchet screwdriver helps. Do not use a battery operated drill-driver. Even the lowest torque setting is too tight. 4. Use a new (quality) apex bit to remove the screws. Worn bits strip out Phillips head screws. You’ll spend much less time removing stuck/stripped head screws.

Actually they do pre-punch parts. Maintenance wouldn’t be possible on some things without doing so such as for example the seat rails are pre-punched. You could never drill out all the holes under the floor panel, as it is you can’t get a bucking bar on some of the rivets. But you are very right about your factory and LASAR comments. The factory is pretty much over and LASAR is so cash poor that buying the raw materials for parts is a struggle. Sent from my iPhone using Tapatalk