xrs135

Yes. ARI cowl mod

Looking up into the copilot's air inlet on a C model, is this how the orange seal is supposed to look? Or is it a different baffle seal you are talking about?

This probably isn't much help, since you can't see the individual numbers of each cylinder... But I randomly found this photo I had on my phone from typical cruise flight and cropped it in as best I could to the Jpi. You can at least visually see how the egts look. Not perfectly even, but I'd say normal enough for a carbureted bird. As you can see, #4 actually isn't the highest EGT, but it's CHT is probably 395ish.

Thanks for all the info. Sounds like I need to do a little bit more investigation and tests in the air. One bit of information, talking to the previous owner, it sounds like #4 always ran hot, even before the engine overhaul. So I'm guessing that rules out an internal cylinder issue. It must be a probe/wiring issue, OR a leak in the doghouse somewhere...

I'm talking CHT. The raw number is always higher than the others in all phases except for maybe immediately after start. It's always higher in climb, and cruise. It's a C, so it runs hot. If I work to keep temps down, #1/2/3 will all be just under 400 in climb whereas #4 will be ~430. In cruise everything else is about 365, and #4 is just under or at 400. As mentioned earlier, egts are all in line... I had all the intake gaskets replaced at last annual. I'm not super savvy when it comes to engine stuff, so I'm not sure if my thermocouples are the same. The previous owner said the doghouse is all sealed tight, but I don't even know where exactly to look to verify this.

It's normal and in line with the others from what I can remember.

Maybe next time you could choose a centrally located airport and make it a NorCal/SoCal fly-in and get an even bigger turnout! Oceano is a good one, as long as the marine layer doesn't creep in. I've also always wanted to check out L05 - if I remember correctly they also have camping?

My #4 cylinder has always run hotter than my other three cylinders in my 68' M20C. Probably a solid 40-50 degrees hotter. Seems strange to me since it is usually #3 that runs the hottest - yet in my situation, this is my coolest running cylinder. Really though, #1, #2, and #3 are all pretty close in line with one another. Part of me wonders if the probe/wire might just be bad? ...but I don't really know how to swap the probes to test it myself. Is there anything else I should be looking at that could possibly be causing this?

Price included everything.

He can do a complete interior... but it will definitely cost significantly more. For what it's worth, he was finishing up a full interior on an Aztec when I first flew in to meet him... and I remember him saying that it was something like $13k for that job. However, an Aztec is much larger, and has an extra row of seats.

Sounds about right! Lol

The finished product! (I don't know why the Mooney logo embroidery looks kind of turquoise in this pic... must me the lighting? But they are definitely all a dark forest green to accent the plane)

35min flight, and about a 2hr, 15min drive on hwy 88. I was lucky enough to have a buddy of mine fly down there with me in his RV-9 for the flight back.

That price included everything. Removal/install, frames repainted, new foam and leather.

I also had the seat backs and bottoms perforated for cooling purposes! I definitely could have had it done more cheaply... But the quality of this guys workmanship is unbelievable and he uses really nice quality stuff. $2,600 including the perforation of the leather.

Jack Purdue out of Jackson, CA. He came highly recommended from a few people on here. I stopped by one day and saw his work and was sold! Can't wait to see them in the plane!

Since I couldn't get the time off to go to OSH this year... I decided to treat myself to some new seats. Big difference from my 68' original!

If you can't find any previously assigned ATC routes between your two airports because they are lesser known places... and there aren't any larger airports in the proximity that you could check, then there is really no surefire way to ensure you get an 'as-filed' clearance. Airspace on the east coast can be pretty crazy, and sometimes you just have to get that pen and paper ready! Just for fun, I chose two random airports you mentioned for an example using fltplan.com. If I were to fly KHTW - KMLJ, it's telling me that the last planned ATC route between the two was DIRECT. So it's reasonable to say if I file DIRECT between the two, then I would likely get DIRECT. No promises, as airspace is constantly evolving - but that's your best bet. If nothing showed up between those two airports, I'd try plugging in a larger airport close by to MLJ or HTW and see if any routings show up for those, and I would use that. In my experience, if you are flying between podunk airport A and podunk airport B, and there isn't any complex airspace along the route, you can usually count on DIRECT. People in the middle part of the country are really spoiled! Just play with fltplan.com a little bit. It's a really un-user friendly interface, imo, but it is what I have always used and it works well once you get it down. One other thing I forgot to mention, is that fltplan.com has a feature where if you check your filed flight plan about 30mins prior to departure on their website, they will actually show you what your expected ATC route is! That way you can at least be prepared. I've also found this feature to be pretty accurate.

I'm a tower controller, so I do a fair amount of issuing clearances. It really depends on where you are specifically in the country. My airport, for example, has three different sectors of Oakland Center directly overhead and terrain in all directions. So around here, the center assigns an "adapted departure routing" which is essentially the route change that you get when you are issued something different from what you filed. Since we have 3 sectors above us, the probability of getting this alternate routing is pretty high. It's simply the antiquated computer system assigning you a route. The trick is knowing what these computer assigned routes are. I've found the most reliable method to be filing with fltplan.com (or equivalent) and take a look at the 10 most recently assigned ATC routes between your two airports. File that, and 95% of the time you will get "as filed" because you have already chosen exactly what the center computer was going to give you! Easy!

Former airline pilot, current air traffic controller here!

Just checked my media folder and didn't see it in there. I haven't sync'd my iPhone to my laptop in ages... so that might be the problem. I'll see what I can do when I get home later.

I guess I'm lucky that I randomly downloaded that app on all my devices before it disappeared!

I took off out of Reno (4,415ft) the other day at 88 degrees with 3 full sized adults on board my M20C. You can definitely notice a decrease in performance in ground roll and initial climb. It took a bit more time to accelerate to my climb speed of 120mph, however, once there, we surprisingly maintained 400-500fpm through 10,500ft. I was pleased with that.

I would use it.

Also, just to put it out there... No CamGuard for me. My bird flies at least once a week, I'm hangared in Reno where the temperature/dewpoint spread is typically 30-35 degrees celsius. (translation: ZERO humidity year round). Not too worried about corrosion here!