CWM20f

Would be happy to take you in my F (just more back seat room and fuel injected). We come in on occasion to eat a Hard 8 but will be January - in the middle of cotton harvest now.

As far as engine time SMOH - personally my next plane would be high time and priced accordingly. I've already done the mid time engine the was flying 70+ hours per year. Had a MOH not long after purchase (cam flattened out on #4). No indications of this at PPI or in oil filter on previous oil change.

Had similar experience at Austin Exec a year ago. Had called in starting 10 miles out with King air closing in from my left. He arrived on down wind after I did. Got a nice view of the belly of his plane. Told him I'd follow him in and he gave me right of way and extended his down wind. (Guess he reliezed what he did). Funny thing is he said he had me on the "box" so I never figured out why he came in like that and that close.

Had similar flucuation on a one year old alternator. The brush holder failed causing non-repairable damage. Sucky part is only a 6 month warranty.

Had one installed on my '66 M20F about a year ago (at overhaul). Only had about 30 hrs in plane before OH and it had electronic ignition (had to toss it out - no one could overhaul it on the rebuild). Fires on about two blades on cold start and I use hot start procedure after refueling /lunch stops (I don't touch anything) and it's running after a few blades. Got 96 hrs so far and I think it works great - but as I said I had little experience with the Injected engine before.

I say "in the green" because I don't have notes with me but they are much higher than POH minimum at idle.

The oil pressure is in the green at all times. My post was confusing. Simply a term my mechanic uses.

The mechanic tells me that the 1900 is fine but I will certainly check with some good prop shops. Thanks

The 1900 rpm is good - I was using my 1700 rpm run-up as before everything was O/H'd. Guess its all tight again and I'll simply adjust my run-up routine.

Ok I see where I said bring the "pressures up" and that is confusing. That is a term my mechanic uses to say go to full throttle.

It was never an oil pressure problem - I'm sorry if I gave some of you that impression. It is in the green at idle all the way through full throttle. I only mentioned it to say it is in the green to rule out oil pres as a problem. And no I would not go up if it was not normal - I'm only new to mooneys not flying. After checking it today - and yes with mechanic - it is just as N201MKTurbo pointed out it cycles at 1900 and over. It was overhauled with engine. Before the O/H I could cycle anywhere around 1600 up.

Mechanic was on sight for first flight ... As I said we thought problem solved and he went home. I appreciate the advice from all of u and the comments from astelmaszek sent my blood pressure over the top - this has been a 6 month ordeal with the OH and I'm just looking for insight not smart ass comments.

First off I am in contact with my mechanic however it's a 45 min drive for him and he is a busy man. Just thought someone on here has had this happen and could shed some light. Second the takeoff run was to bring pressures up and when that brought the prop on line we thought problem solved. As I said its a new engine so the luxury of long ground run ups at high rpms is off the table unless cooking the cylinders is what you are into.......that is WTF......

Just got the engine back in from overhaul. Everything looked good on run up except prop would not cycle. Checked everything - still nothing. Took it on takeoff run and it looked good so up we went and prop worked perfect. 1 hour later back on the ground and prop will not cycle. Second flight same result works in flight but not on run up before or after. Oil pressure is in green and at 68lbs in flight. It's a 67F with IO-360 A1A

That will give me several thing to check - as soon as it warms a bit more. Been 18 - 20F all day with same temp and snow tomorrow here in the Abilene area. It's ok with me if the northern states would keep this weather to yourselves. I'm just not tough enough! Thanks

David, I have the larger vents with the louvers. Are they able to be adjusted individually like the others? If so I was not aware and will have to check that as well.

My cable seems to work easily so I'm thinking its been shortened over the years. Def not opening two inches so that would cut down on airflow. Looks like I'm in for a removal and installing at least a longer inner cable. Just got the F model last July and really enjoyed it until a slight engine prob. Bad rings on #4 turned into bad cam so it's out for o'haul. I flew a musketeer for 20 yrs and I can't get the smile off my face when I fly now. Love these Mooneys!! I'm going through major withdrawals waiting for the engine return. Mooneyspace has been very helpful thanks to all the helpful people here. - thank you.

Does anyone know how much the roof vent should open? I have a m20f with 201 windshield but taxi and in air - just not much flow. I suspect the cable has been shortened over time from the end breaking (possibly). In full up position it is about a finger width open on the front edge. Chuck

Hi guys, New to the mooney community and ownership. Had a musketeer for 21 year and got a new to me f model last July and all I can say is what a blast so far!!! Getting lots of great info here - thanks to all of you. My problem is the ram air inner cable is fine but the outer cable shield is toast. Will the one from aircraft spruce listed above work for me if u use my existing inner cable? Chuck