powder_hounder

I don't have a modified cowl on my '67F, but I do have the original panel which doesn't have a throttle quadrant. I've owned my 67F for 25 years and I've never heard of any issues with the throttle/mixture/prop controls. The only issue I've had with it is the mixture knob got super difficult to throw after Oasis Aero sent my fuel servo out for overhaul, but that was easily fixed. I think you said you are bringing it to Dugosh for the pre-buy, you are in good hands. So long as you have the logs and will be giving them to Dugosh as part of the pre-buy, the should be able to answer all your questions about the cowl mod.

I was kind of thinking it wasn't necessary, just like it was thought the engine needed the huge air intake at the nose. But it was easy enough to replace the baffling and re-install the thing, so I put it back in.

@philiplane good point. Without pouring through the logbooks I don't know when the fuel pump was replaced last. I'm guessing at last overhaul. My engine is approaching TBO (offhand think it has 1800hrs), but it may take me another 4-5 of flying before I reach TBO. You think it's worth replacing it at this point, or wait for overhaul?

While the weather in Chicago is garbage for flying for what seems has been going on 3 weeks now, I decided to un-cowl my plane to change the oil and inspect things. It's hard for me to believe, but I've owned my Mooney for 21 years now and I've never pulled the fuel pump cooling shroud off for inspection. I removed it and brought it home with me to see if I can recondition it. The textured fiberglass/silicone baffling has seen better days and looks similar to the photos posted by others, maybe worse. It looks like over the years someone has cut a large section of the baffling out to make it easier for installation and removal which has caused the whole thing to rattle around and make wear marks in fittings. Since my baffling is so mutilated it's not very useful for using as a template for making a new baffling. By chance @Raymond J1 and @outermarker did you keep your paper template for when you created your replacement baffling? If yes, would you be willing to share it with me?

Call Jason at Lafayette Avionics - Purdue University Airport KLAF

Hey everyone, I have a nice set of cowl plugs from my 67F that I no longer need. I had the big mouth cowl closed up in 2013 and these have been sitting in my hanger. Free for the taking, just cover shipping cost. I would have posted this in classified but I'm not able to, think I need to donate to the site.

Anyone have an update on when TruTrak will have approval for Mooney?

I know SureFly received approval for their electronic ignition last year. Anyone install it yet? Am curious to hear from others how it's been working and if they would recommend it.

Your panel looks similar to my 67F panel, but my panel still has the old simulated wood plastic trim, etc. I would be interested in learning more about your panel upgrade if you have the time to chat.

Hi There, I visited the SureFly booth at Oshkosh this year and they indicated they were days away from certification of their drop-in replacement electronic ignition system. I reached out to them a month ago and I didn't get a clear response from them on status. Does anyone have information about their status? For the advertised $1200 I'm eager to install one on my 67 F. Brian

Mine stays in the 65-70 range until the oil gets hot, once it's up to 185-195 range for 20 mins or so, it settles down to right north of the yellow arc which I think is about 60-62 psi, see photo below. Again this is the steam gauge I'm reading so not super accurate. But I know the gauge works well because when I blew a ring on #4 cyl at night over northern WI 5 years ago, when it dropped to about 30 psi it started the engine started doing funny things, lol.

My 67F runs in the 60-70 range in cruise during the summer in Chicago with Aeroshell 100W straight weight. Note: I don't have an electronic oil p instrument, I'm reading it off the steam gaugue.

You might try stick the tanks with a piece of wood and note the fuel level when you leave the plane sit for a while and do it again the next time you fly. Like the others, 10 gallons is too much fuel for you not to notice or smell.

No luck for me at Osh getting a deal on these, Spruce and the others wanted full price.

I too have standalone strobes, white on bottom of fuse and red on top and both are wired to one switch in the panel. There's also a power supply in the tail to power them.The position lights are wired to a different switch in the panel. Perhaps what I should do is rewire the current strobe switch for just the Orion acl's and keep the Orion position lights on the same switch. I like the idea of pulling new wires using the old wires, should save some time snaking wires through the wing ribs. Thanks guys. Brian

I know this is an old thread, however I think it's still pertinent. I am considering replacing my current position lights with the Whelen Orion650/500 position & anti-collision combo LED's (OR6501G/R and OR500). I saw discussion here about running the sync wire to get the acl's to flash in unison, but I didn't see discussion about wiring the acl's flashers to a switch in the panel to disable the flashers for IFR flying. Is this something that others have done, or do you just use the existing position light switch and turn off the position lights and acl's in IFR?

Sweet ride! Congrats!

Got a call from Poplar Grove late last week stating they think the lower part of the engine will make it to TBO and they're going to machine the cylinders and pistons. Was quite happy to hear this..

If it's not, it should be.

I just spoke with the Lycoming distributor about the IO-390 option. Apparently it's only offered as STC'd replacement for the IO-360 for serial numbers 69000 and up, which means 1969 and later which also means my 1967 F doesn't qualify - bummer.

I dropped her off at Poplar Grove Airmotive on Sunday. Topped with eight quarts of straight 50 weight oil, oil pressure during the 15 min flight was right smack in the middle of the green arc and looked great, almost as if there was nothing wrong. The only clue that there was something wrong was the prop losing RPM and then surging and then leveling out. For example, while I was flying at 2450 RPM, the engine would drop down to 2420 RPM and then surge to 2480 and then level out again at 2450. This happened both directions on my last flight to and from Minnesota, and again on this short flight. This is the first time I've ever had this problem in 16 years of ownership. I do not know if it's the prop governor or if it's the engine losing RPM, I tried watching the manifold pressure gauge all the while, but it's so far over in the right side of the panel and the movement could be so small to cause such little RPM movement that I would need a digital manifold pressure gauge in order to see if it moves. And even then I suppose the manifold pressure would change slightly, especially for rapid changes to the pitch of the propeller in the event it was a governor problem. The shop called back Mon morning to let me know it was .25 qt low which is consistent with what I've experienced the last few hrs of flight time - 1 qt per hour consumption. I authorized them to start pulling cylinders. They called back stating they pulled #3 which is the one I reported as dropping 100F while in flight at same alt and power settings and I couldn't explain why. They said the cylinder is indeed pitted and from what they could see from the lifter it too is pitted. They're going to pull more cylinders to confirm lower half, but it's looking like a complete overhaul is imminent. They're going to send me photos to backup their claim. I started talking overhaul costs with another person from the company who handles the overhauls. He gave me the numbers for an overhaul to new service limits with new cylinders which is all they do. It sounds about as good as 80 grit toilet paper, but I'll have a new engine. I asked about the cost for a NEW Lycoming engine and he told me they're not a Lycoming distributor but he'd get me pricing. In the meanwhile I called a Lycoming distributor and they gave me ballpark pricing. They also asked if I'd be interested in the IO-390 which is a 210HP motor and STC'd by Lycoming for the E, F, and J model. This interests me so I asked him for pricing. Has anyone installed installed the 390 in their Mooney? I would be curious to know if you like it and if the add'l 10HP is worth it (assuming it's more than the 360). Would also be curious to hear how it performs and if anyone might have put a power flow on it for a few more HP. Brian

I've had this occur in the past, right after my mags were 500 houred. When the mags were reinstalled they were a tad too far advanced timing and was causing weird pops and backfires such as this on final and taxi. When this was occurring, the left mag barely showed 10 RPM drop during run up, but the right mag was showing 80-100 RPM drop. I retimed it in my hangar with my IA and we retimed using his nosecone angle thingy, and mags both showed approx 50 RPM drop and we were good. Pops and backfires went away.

So I spoke with the shop where my plane is currently located at KARR. Their shop rate is $99/HR so I asked them to change the oil with straight 50W oil and have it ready for me to fly out tomorrow. I think I'm going to take it to Poplar Grove Airmotive 20 mins to the north. They are a good overhaul shop, and their shop rate is $70/hr. I'm going to have them pull two cylinders and we'll see where we go from there. I'll post the photos when I get them. Thanks everyone for you input, very helpful! Brian Locascio N9550M @ C56

Wow. That's a lot of metal.

Thanks for this!