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Just to post the resolution of this for future searches I sent the unit out to @Jake@BevanAviation and as anticipated there was significant capacitor leak that damaged the board. The unit was able to be repaired and is now back in action functioning normally. Thanks again for all the help.

What people “do” often has no relationship to what people “should” do.

I am totally against Line Up and Wait (Position and Hold for old timers ) at Uncontrolled fields. If there is a non-radio aircraft, or you miss the call, you can create a mess at a minimum and a major incident at worst.

When you put $220k into a Mooney and later sell it for $180k, the only thing you can plan is to make sure you get $40k worth of enjoyment and utility out of it! I think you'll find that you get much more than that, such as flying over an interstate on Thanksgiving weekend as one example that I recently enjoyed. Having a good Mooney in the hangar and available on a whim is worth a lot to me, especially after not having it airworthy for over a year recently due to some life issues.

X/C 20W-50 and Shell W100 Plus are both mineral oil based. X/C is thinner with viscosity index improvers (VII). Why would one coke exhaust valve guides more than the other? The Plus in the Shell oil signifies that it has the LW-16702 anti scuff additive mixed in so you don't have to add it. If you want that and desire the Phillips product, you can use Phillips Victory instead of X/C. Phillips claims that X/C improves oil consumption compared to straight weight oil. The theory is that the VII increase the viscosity well above 50 weight on the hot cylinder walls and reduce the amount of oil getting past the rings into the combustion chamber. My oil consumption on a rebuilt IO-360 with about 100 hours on it went from 8 hr/qt with 100W to 12 hr/qt with X/C.

Just run the oil for 50 hours and do the oil analysis then. I wouldn’t change my operational regime just to get that data point.

Yep, thank you for the responses. thank you for the responses. I think Ragsf15 is right on and throttle speed switch is it but still not 100% clear if I tried the gear down with the breaker pulled or not pulled. this plane is new to me and I decided to fly it slow, gear down 60 miles to a mooney service center , have it up on jacks and look at this problem and address some other things. I have a good mechanic but busy and will be good to establish a relationship with the service center mechanic. up on jacks and gear swinging tomorrow !

I think you'll have a hard time finding a good core for sale outright. Homebuilders like to snap up 4 cyl Lycomings. Best case, you find a J getting parted-out due to corrosion and not an accident with a prop strike that might damage the engine. Supply chain issues still exist with Lycoming and other suppliers, so lead times can be awful right now as you're finding out. Experienced labor is also an issue so through-put at overhaul shops or inspection shops is also stressed. As an experienced owner now, I'd prefer a runout to overhaul to my specs versus a fresh overhaul, but that means down time. A first-time buyer likely wants to buy and fly and not deal with a major maintenance task, which is understandable. I don't necessarily trust a factory overhaul either as they've shown they can leave out parts, or put it together with defective parts that show up years later with an intrusive AD. Fairly recently there was a shortage of engine cases for our variant, and those with cracked cases had to scrounge thoroughly. (10 years ago I could only get $500 for my airworthy extra case that I should have saved in hindsight!) All that to say I don't think there is an easy answer or path short of paying your money and taking your chances. The advice to buy the absolute best airframe you can find/afford is still paramount. An engine can be fixed whether it needs to be, but the airframe is much harder to rectify if there are major issues. Sent from my motorola edge plus 2023 using Tapatalk

Here is an update. I took the cylinders off, got them rehoned and reinstalled. Dialed in the idle and mixture. On flight testing I still have poor climb performance and cruise. I talked to local mechanics, Savvy Aviation, Lycoming, Airflow Performance, Hartzell and have run through various air and ground trouble shooting schemes. I think I found the smoking gun! I performed a valve timing check in the Lycoming Trouble Shooting Guide (SSP-475) that basically says check if the cylinder #2 intake valve begins to open and the exhaust valve begins to close as cylinder #1 passes TDC on its compression stroke. The opening and closing on my engine occurred at about 23 deg before TDC. I opened the accessory housing and found that the idler gear markings were correctly aligned to the cam and crank gears per Lycoming Overhaul Manual (p/n 60294-7) paragraph 7-101 and figure 2-8. Or so I thought. I was looking at the markings on the face of the double gear which turns out to be the magneto marking and some extraneous blemish. I found the actual cam/crank markings in the grove between the two gears. Once the proper marking are aligned the conditions of SSP-475 are satisfied. Besides the oil in the cylinders, I was seeing climb and cruise numbers that could only be explained by reduced power. I also had low CHTs. In any condition of flight CHTs would not go above 350 deg F. Good right? Not so! In my mind the valve timing issue explains the cooler CHTs (exhaust valve opening well into the power stroke) and the oil in the cylinders (both valves closed while the piston is still pulling a vacuum at the end of the intake stroke). In the coming weeks I will reassemble my engine and take it for a ride. I will let you know the outcome.

En route MMQT-MMOX, I got a couple of shots of Mount Popocatepetl, which is southeast of Mexico City. There was a sigmet for volcanic ash downwind of this; I flew on the upwind side.

Yes, I've moved on to old age . 50 years of flying with incredible memories, but time to stop. 76 now. Gave up motorcycles too...........more great 2- wheeled traveling memories for over 50 years. Attached are my Mooney's from the F, to the Ovation, and the final chapter, the little D/C model. I've kept all my years of logbooks and enjoy from time to time looking through and reminiscing. I always made notes about each flight. Fun!!

This is the right answer. You can’t do this math without driving yourself insane. Get the plane you want, improve it in whatever ways make you happy, and enjoy the ride.

100% agreement. "Line up and wait" is exclusively for towered airports when the Tower is open.

I must say, Brett got a gorgeous Mooney That’s me in the photo prior to me letting go of the M20D/C to a new owner before Brett purchased . Have a great time with your beauty Brett!

I had the Tanis on my J years ago before my heated hanger, it was the complete kit not just a heater patch on the bottom. It did a remarkable job keeping my engine nice and warm. In about 18 years of usage I had no issues or engine problems. A great lycoming in that plane

To be fair, there are tons of issues with other AP servos, problems tracking a course or an offset, porpoising, wing rock, and lots of stuff that doesn't get reported and wouldn't be surprising. But the GFC500 is more capable and intuitive than most other autopilots I've flown. You hear the issues, not usually the praises. But still, if yours is one of the problem children...it has got to be a frustrating kick in the pants!

Thanks @redbaron1982 and @Marc_B for your responses! Av Consumer article didn't mention Blackstone because it didn't exist in 2001 when that article was written! They do mention Howard Fenton, who sold Engine Oil Analysis (EOA) to Blackstone Labs in 2002 (https://www.avweb.com/features/howard-fenton/) Anyway.... I called Blackstone this morning and described the situation. They said they like to see a minimum of 10 hours on the oil and were comfortable when I said I'd run her up to 20 hours and then change. I figure that's a low interval for the first change, but enough to get a good baseline on the engine, which, aside from my paranoia looked good in the borescope. Thanks again. --- edit --- thanks @Pinecone for your response. I've owned the plane for over 25 years and have not done engine oil analysis. This is coming from knowing the plane didn't fly much while life intervened, and then losing my medical for nearly 3 years. Now I'm praying the cam is ok since I already rebuilt the engine once .

Cigarette lighters are 14V, Cigar lighters are 28V.

It’s great to see my little contribution to the great space that is Mooney with the continuation of the today’s flight threads starting each year. I can’t remember what year I started this but still take time to read about all the great stories of Mooney flying. Here is my contribution to sunset and the Mooney wing. Merry Christmas to you all

I removed the just the vacuum system and a single AI as a single step. This includes front engine drive primary and battery backup and that was a total of 14.79 lb removed and mvoed CG ahead .07 inches. The standby pump+motor+frame was 7.4 lb on its own. My current UL is 1092 lb. (FIKI version of TKS installed)

I just happened to have a scanned copy of my POH and I'll be damned, it's 28V at the cigar lighter. They even specifically warn you. I'm still going to test this out when I get to the hangar.

A friend with a Cessna 182 is on his FIFTH set of GFC500 servos. Garmin must be losing their shirt on this one. Parts and labor for five warranty repairs. With no guarantee that the replacements will last. A few people on the Beech forum report similar results. Meanwhile, my 40 year old Century III autopilot soldiers on, with no special care, and I can trust it in IMC.

the firewall is a funnel that leads directly to the nose gear assembly. Could be anything. Only way you’ll find it is to clean the engine up really good and then notice it before it spreads everywhere. it’s a constant battle. That looks like a normal amount of oil for a common leak. If your oil level is about the same, probably no real worry. A little bit goes a long way. However…. I hate oil leaks and I will try my best to find them over time, but I don’t obsess about them like I used to. Sometimes it takes a lotta tries before you can pin point. If you’re not comfortable tinkering, at least try to isolate the general area it begins to accumulate anfter cleaning and then relay the findings to your mechanic.

Long time owner/instructor, for near 25 years, that started with a 231 and then quickly upgraded to a 252 that is now a 252/Encore. The manual pneumatic wastegate is not directly comparable to an automatic hydraulic wastegate. The Merlyn is still 100% manual, What it really offers is a much higher critical altitude (~22K msl) over the fixed bolt wastegate (~15K) (which is very important to flying above the mid teens) but it doesn't improve or help with engine management in any way. That takes a hydraulic wastegate which makes flying the turbo essentially as easy as a flying a normally aspirated J model; except for temperature management since things happen very quickly in a turbo. If you compare the cruise performance tables between 231 and 252 you'll see that the 252 has essentially 10kt faster cruise speed at max cruise power. Due to airframe drag reductions including the electric cowl flaps which are infinitely adjustable which means a much less speed penalty for flying with partially opened cowl flaps. When it comes to useful load the 231 has no upgradability unlike the gross weight increase available to every 252 with the Encore upgrade. The 252 isn't really heavier it just comes with all the Mooney options as standard including heated prop, speed brakes, oxygen system, standby electric vacuum (less important in todays world) bucket seats that fold down in the rear (started in '84 or '85), and generally superior avionics and AP (if not already upgraded). But most important is the advantage of the higher output 28V electrical system (double the current output) and very popular option for dual alternators - which was a critical reason for why I upgraded to the 252 since no longer susceptible to an alternator failure. (I once flew back from Central America with a single alternator that I would otherwise have been stranded till repairing it). Then of course doing the Encore upgrade increases your max gross weight by 230 lbs and almost all of that increases your useful load. My useful load is just shy of 1140 lbs! Probably the highest in the fleet but its been something I've been working on improving for over 2 decades. Don't make the same mistake I made initially which was not realizing the acquisition cost was a drop in the bucket compared to the recurring annual operating cost. i.e. the cost to operate any of the K's will be the same and in a short time will over shadow your acquisition cost. Therefore it makes the most sense to get the best and most complete example you can afford to begin with. If you can't get a 252 or Encore then my advice would be to look for a "262" which a 231 converted to the 252 -MB engine. (The STC is no longer available). Its still much less expensive than a 252 and is limited to a 12V electrical system but otherwise has the -MB engine with hydraulic wastegate with larger Garrett Turbocharger and tuned induction system and several other improvements. The MB engines makes them the cream of the crop of 231's. Some of them even have the electric cowl flaps too which is a big plus for their adjustability and lower drag. But avoid an early 231 that still has the -GB engine versus the -LB - for one they don't have pressurized magnetos. But there are only a few around.

If you have the bypass switch (red button) you should have the airspeed switch, and the gear should not come up unless the bypass switch is pressed. The airspeed switch replaced the squat switch. It suggests that the airspeed switch is faulty. That's worth fixing, since it's the main thing preventing inadvertent retraction of the gear on the ground.

You should have a squat switch on the left MLG, not the airspeed switch, unless it was added later. My 77 retracts just as you describe, but if the throttle is mostly closed then I'll get an aural warning due to the microswitch on the throttle. If the throttle is more than ~ 1/4 open then no beep. Sent from my motorola edge plus 2023 using Tapatalk

Here are some additional al pics for your viewing pleasure. Lol

Yeah. That was me. Dead sticked it from FL210 through the clouds, icing, in the mountains, and broke out at 1500 agl. All I had was this road so I put her in nicely. There happened to be a bit of water from the left tank (just switched tanks). The water went into the fuel flow divider and froze. -36 C OAT. When the water froze, it expanded and shut the flow of fuel to all cylinders. No possibility for restart. I let the plane sit for three hours as I dealt with the local sheriff department (who were excellent btw). Fired her up. Run up was perfect so I flew it outta there. lol. Another day in the office. I’m now working g with the FAA, continental, and another shop to remedy this issue.

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I know this is an old thread, but just saw this link which may be of interest to anyone still following. Looks like serial 001 of M22 line is for sale, https://cleveland.craigslist.org/avo/d/edgewood-mooney-mustang-222-kts/7800854001.html

Or you can save money like the previous owner of my Acclaim did and wait 18 months to change the oil, the plus I managed to get a new top based on negligence. Must have save 500-750 in oil changes along with all new cylinders. BTW it was quite yucky. Oil is cheap why do some skip filter changes or change the filter every three oil changes. I must be doing something wrong D

Yes, there are separation requirements depending on the categories of airplanes, but for small single engine airplanes you only need 3000 feet of separation. This gets exercised at busy controlled airports, and I think the tower folks just know where the 3000 ft spot is on our runways, as it is not unusual. I've even had the tower say, unprovoked, that there was adequate clearance with the aircraft on the runway, so that I wouldn't go around and clog up the pattern again. https://www.boldmethod.com/learn-to-fly/regulations/landing-separation-requirements-tower-and-non-towered-distance-requirements

In short, they do not. For controlled airfields it's in the ATC procedures guide. There's no limitation at uncontrolled fields as far as I know. As a personal practice, I'd never commence with a takeoff until the runway is completely clear. Position & hold is a-ok, but never press the go lever until that runway is 100% clear. SO many scenarios where two a/c on an active runway will end in a disaster. Flats, uncalled taxi backs, engine sputter on takeoff - all scenarios where the two planes collide.

The Ovation came out in 1994 so you might find an early one that still has an ADF or DME. The Eagle came out in 1999 so very unlikely that you'll find an ADF or DME to remove. The 1999 - 2004 Ovations and all Eagles had the Moritz engine gauges so if they haven't been replaced they should be discounted in value $10,000 - $12,000, since they all fail eventually. If they have the King KI-525 HSI, the weight of the instrument and the remote gyro (KG102A) plus the wiring, etc. should get you 10 pounds. The KI256 Attitude indicator plus the vacuum pumps and plumbing is probably the biggest savings. I had a 2000 Ovation where all of this was done, but I guess I didn't save the Weight and Balance. It had Air Conditioning so I believe the useful load was around 1050 after the panel project by the previous owner.

Blackstone will combine previous reports if the previous owner had it in oil analysis with them. So you can get trend info earlier. Also, the analyst will comment on numbers versus hours for short sample intervals. BTW, they have a device to pull an oil sample without draining the oil. While 10 hours is fairly short, it will not hurt anything to do a sample now.

Foreflight has - or at least had - a graphic where you could input your route of flight and altitude, and it would give you a display of cloud cover and icing potential you would encounter along the route. Not the same as skew t but provides the basic function of telling you when and where you might run into these. Haven’t checked yet to see if it is still working. Mystifies me why NOAA would remove such an excellent tool.

MT prop saves 27# off the nose, if it’s the old McCauley 3 blade, it may be even more. It shifts the cg a full inch back. With that savings you should be able to pick up 40# plus if you can switch to the earthx batteries and maybe some charlie weights?

@NickG @M20S Driver @Bolter well clearly these “needles” exist in the haystack! Your airplanes would all be perfect! Thanks for sharing. It helps keep me optimistic as I continue to look. My next new airplane is out there, I just have to find her.

I live on the western side of the Cascades, but if you are in this area, or I make another work trip to KSFF, you can see my 310HP STC Ovation with FIKI. For us, it was a great family hauler solution, better than hoped... long body for space, 310 HP STC for useful load, and FIKI for increased dispatch rate.

We had a sensor with an intermittent issue. Ring’d perfectly on the ground. Finally, found a cannon plug (100+ pins) on a pressure bulkhead with one pin that was reversed, the crimp end was on the female side and the female end was crimped. Pressurizing the bulkhead in flight created enough flex that the connection was intermittent. A Lockmart tech rep found it. Those guys were mostly ancient (compared to the blue suiters) but they knew their shit.

1118 lb for my Eagle with 310 HP STC. Still has vacuum and the back up pump. No TKS, Air, or O2. My MTOW is 3368 lb and landing is at 3200lb. I guess with glass upgrade and vacuum removal it will be close to 1200 lb.

Love that plane. Love that name!

I just added IPA to my tanks and the engine is running terribly. I think it's those new West Coast IPA's with the unreasonable amount of hops and weird aromatic fermentation by-products...

While my destination was nothing special, the picture came out pretty cool bc the camera happened to sync with the beacon.

Function testing the new Tempest fine-wire plug. Top of the green at 24”. I’m not bold enough for a 33” pass and pull-up.

No one ever really gets to that number… I paid more than I should have, but timing was a factor, and most of the big ticket neglected items would have been changed anyway. I knew I was going to get a project for this one, so I’m not going to let this spoil my joy. I would have preferred the seller to be a good guy, but he turned out to be kind of a jerk, which makes the transaction less happy than one would hope. He promised to tank it up for me, I got there and it was less than half full, so he called the FBO and topped off. Then after we closed he said he changed his mind and it was “my problem to pay the FBO”. it wasn’t the $400 that upset me, it was just a crappy move. Oh well, I only had to see him for a few hours, but tomorrow he wakes up and he is still him…. Other than that, I’m very happy to be back in a Mooney, and I’m looking forward to making it better than new.

Flying into the sunrise started just black and became a steadily changing reflection on the cowl starting as faint glowing line of white reflection in the shape of the cowl outline. The view out the side window in the dark has reflections of the panel and I'll have to bring a black screen or something to shield the cockpit lights from reflecting next time. It's always amazing to watch beautiful sunrises and sunsets...all different and just change so quickly. Pretty cool to see the views that only can be seen out the front of an airplane though!

I might put it on jacks and retract the gear and then pull on each main wheel and see if I could duplicate the effect. If so, I’d watch all the linkages and see what’s going on.

FWIW, everybody seems to refer to the nose gear as a "truss". Actually, the nose gear comprises three parts: the upper part is the truss, the middle part is the leg, and the lower part is the spindle. It is usually the leg that gets the dents, However, if the damage is severe enough it can damage both the leg and the truss. Check the damaged parts against the IPC to determine which parts need to be replaced or repaired. If the damage is over 1/32", I would not purchase the airplane until after it was repaired. If you buy it and move it and it collapses you will be the proud owner of an expensive repair.

Hello to all of you....... A few more words on the M22. Aircraft was repainted from bare metal in a small paint shop close to London in 1992. The M22 has always been hangared and the paint still looks very nice. Polished every year for the last 20 years !! Engine overhauled in the US. Project completed in 2016. Long project but fully documented. Engine has now around 150 hrs since overhaul and runs like a dream. I tried to keep the aircraft as original as possible. Installed a EDM 900 as primary to avoid to be grounded in any problems with the old gauges. All still running ok. Also installed a new Garmin 330 ES transponder to be complying with the latest requirement in Australia. I know that there is M22 in South Africa. I was in contact with the owner a few years ago. The aircraft did not fly for around 20 years now. One M22 also in Switzerland. A few photos taken this afternoon (except the one in the air) ....