Ragsf15e

And apparently people don’t look at the floor indicator? Before turning base, “handle down, 2 green (dash and floor), flaps xxx”…

I had to replace mine about 4 years ago (on my F) due to fuel leaking out that drain. Unfortunately I don’t remember which exact part number we used, but it did put out slightly too high pressure for the first ~50 hours of its life. Maybe 32psi or so? It settled around 28-29 after a while and worked great. The lycoming spec is something like 60psi max for the engine, it’s just Mooney that limited it to 30. We have the documentation for that around here somewhere…

Ok, here we go!! The first one is POH 65% power setting which also matches up with the TCM operating manual for 65%. It’s at 11.3gph or peak tit. I wasn’t quite at peak tit at 11.3, but speed was the same either way. I let it settle between each change… POH 65%: second one is using the “key number” of 50 for 65% and setting 100 rich of peak on the first egt to peak. Hmmm, same speed, more gas. 100 ROP “key number 65%”: Last one is lean of peak, 10.4ff for my 220hp engine. This is ~30 lean of peak on the last cylinder to peak. Hmmm, same speed, less fuel (~10% less than poh), cooler chts! 30 Lean of Peak: speeds are all within a knot! Up to you if you want 10.4gph or 12.4gph.

Here’s pictures of a brand new one from Mooney…

Ahh, that makes sense!

Still interesting how yours has no threads showing. I have a brand new (from Mooney) female end of that heim joint, im going to see if it’s ground down like that, but I don’t think so. Weird.

The yellow clamps are the correct ones.

Was it chafed through or leaking internally? I recently noticed mine had the wrong clamps holding both check valves. There are special fuel/oil resistant clamps specified for the check valves by tcm. Supposedly, the normal black ones deteriorate and then chafe through the valve like that.

There’s an inspection panel on the front of the wing, just outboard of the wing root. That’s no farther than the other options and it’s out of the sun. I had the jpi one there on my F and it worked well. Mine was on the pilots side which is away from the exhaust. Right near the pitot drain.

If this is your first airplane purchase, i’d strongly recommend using the savvy pre-buy purchase. They will also help you find a shop and steer the pre-buy inspection through the big ticket items first which can keep your costs down.

I think his max is 2500 based on stock ovation setup.

I actually just bought both sides (male/female) ends of that link, the center nut, and the bolts/nuts that secure it. All of it was available from lasar and/or Mooney. My nosegear is ok right now, but getting loose in that joint, so my mechanic wanted the parts on hand next time we have it on jacks. I’ll carefully consult the manual now to make sure it’s in right!

Good catch!

I’m planning on flying my 252 this week. I will post a picture of the g3x at 65% lop and 65% rop by the book and we can all see what the difference in TAS and/or temps are. From my experience, the TAS will be the same and the CHTs will be lower for LOP. TIT will be higher.

Oh yeah, as I said, I'm sure it happens. Mags fail as well. Either way, the other ignition source is there to get us home. I just don't think it's an issue.