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DXB last won the day on May 19 2016

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  1. I bought an M20C out of Charleston SC 2.5 years ago and researched this question at the time. Closest option I found for real Mooney expertise in a prebuy was Cole Aviation in Dalton Ga, which is some distance away. I was satisfied with their work on the prebuy and subsequent annual.
  2. Yikes!! Reading stories like this always feels like a punch in the gut - so sorry. It's clear what a buyer might do differently in managing a prebuy, and It's mostly dumb luck I didn't have to learn this particular dark lesson as an inexperienced buyer. Yet hindsight is not terribly helpful now to this owner. Assuming his IA is capable, he perhaps doesn't have the client's best interests at heart. At least the owner is in Texas, where there's tons of expertise. Can someone please help him get connected to the right folks locally to triage this mess?
  3. A few potentially relevant thoughts: 1. 15-16gph for takeoff seems too low to me - it should be above 17gph at least assuming you're not at a highDA. If you're really running that lean at WOT, you should have serious CHT issues on takeoff and down low at high power - is that the case? Also <15gph and WOT at takeoff at low DA will make my engine monitor alarm immediately from astronomical EGTs. Don't ask me how I know this. 2. Make sure your mixture cable pushes the lever on the carb all the way forward when set to full rich - a mis-adjusted cable could be a very simple explanation for your observations 3. How is your fuel pressure under conditions where fuel flow seems too low? If pressure is low, this might suggest your issue is in the fuel system somewhere before your carb. 4. Turns out there are 3 flavors of the Marvel Schleber MA-4-5 carb that are approved for the O-360-A1D in the C model: 10-4164-1, 10-3878, 10-3878-M. They differ in how rich they run - it may be worth knowing which one you have and if you got a different one at last overhaul when your problems started. 5. Of course fuel flow meter calibration could be an issue, but seems less likely if you also have objective evidence of it running too lean. As I note above, your low fuel flows at high power settings should give you serious engine temp issues.
  4. I hope you're right because this is indeed how I operate my O-360. Also visualizing the red box for each individual cylinder in a carb'd plane as you lean is impractical. I would be curious to have more information on this issue though.
  5. Very nice! I bet it got full price and was worth it if no major issues. Mine's nicer, but it's not for sale
  6. But I assume what the OP is describing is not roughness near idle but at a more typical pattern MP of around 15" ? Does idle mixture make much of a contribution at those power settings? I'm guessing most peoples planes run rough at idle with carb heat on - mine sure does and it's correctly adjusted based on your method.
  7. Agree 5000 ft DA + carb heat + low power = roughness from over-rich, assuming no issue at low DA. One might record the expected peak EGT when taking off full rich at 0 DA - a data logging engine monitor really helped me with this. Then figure out what mixture gives you that EGT at full power on the ground at 5000 DA (i.e. lean to target EGT), and use that mixture setting for GUMPS when landing at >= 5000 DA. Maybe one could make a sharpie mark on the mixture control to be consistent? That would be a more desirable mixture setting anyway at high DA for more power if one is goes around rather than lands. BTW I always use carb heat from start of descent until short final, when I turn off at the final GUMPS to optimize power for a possible a go around. To me it's just not worth the remote but real chance of carb ice when reducing power. There's little cost to doing it, and I ain't gonna collect atmospheric data and pull out a chart each time to figure out if conditions are perfect for carb ice.
  8. Take a look at Service Bulletin 208B. It involves pulling the interior to inspect the tubular frame for corrosion - an issue with planes that sit outside and leak in H20. http://www.mooney.com/en/sb/M20-208B.pdf If you can find this having been done per the logs in recent years, it may give you a modicum of confidence to go forward with a prebuy inspect. If you get to a prebuy, you need a truly knowledgeable person to look at the tubular frame and the wing spar for corrosion FIRST during the inspection. Significant issues here will make you walk away briskly without spending further time and money. I agree buying a plane that's far away requires some exta hassle. I do see some good C models come up periodically in the South from time to time. But I live in Philly and bought a plane from South Carolina after having it inspected by a Mooney specialist in Dalton GA. It can be done without too much pain, particularly if the seller is willing to transport it for prebuy. Before having it flown to the inspection, I was lucky to find someone in the state who was willing to fly over and lay eyes on it to get a feel for things being as advertised. I offered to pay him an hourly consulting fee given he was a MAPA instructor and C model owner - he said "nah - I consider it a service to the Mooney community." I'd be willing to pay it forward at some point, but VA is a bit far for me - yet someone on this site may be closer and willing to help you out similarly. Then you will need help getting it home - you might find some help on that here also. Buy carefully, and you will not regret joining the Mooney world!
  9. Welcome. Doesn't look bad at first glance. Tanks are ok as long as the advertised complete tank reseal was from competent folks and no issues since. Can you post details of the corrosion issues.
  10. On the surface, it would seem that one or more cylinders never broke in and got glazed. But with your consumption at 0.5 to 1.5 hrs per qt , it makes zero sense that you wouldn't have instantly have black oil if the issue was really cylinder blowby. Maybe #4 does have an incipient problem, but it's a red herring to the very abnormal overall picture prior to that happening? Is it possible that something besides cylinder blowby is pressurizing the crankcase here to push all this oil out? Could it be an issue with how the breather tube is routed and positioned? FWIW, when oil consumption on my O-360 went from 10 to 3 hours per qt over the course of a year, I couldn't tell the difference from the amount of oil on the belly, and compressions were ok. The oil in the crankcase sure did turn black faster though. Reconditioning two offending cylinders restored my consumption to 10 hrs per quart, and my oil again takes 30 hrs and not 5 to turn pitch black.
  11. @gsxrpilot That's REALLY COOL that you got the Aspen - G5 combo field approved. Curious to hear of any similar experiences with my FSDO. Are you able to flip the G5 to an HSI display, and/or display backup LOC/GS ?
  12. I swear it's only a problem at dusk or night, which makes up maybe 10% of my flying at most, so it's taken a while for me to become convinced of this fact. And now seems to happen every single time at night and otherwise works perfectly - a very specific phenomenon. I will check volts/amps - easy enough by dumping the JPI. Panel lights on is the only difference in that scenario. Come to think of it, the STEC-30 itself has a uselessly dim night light built in and annoyingly bright indicators that don't dim adequately, but they run off the same panel lights switch and dimmer knob. I wonder if that input into the unit could be interfering with the altitude hold function somehow. I've reset in flight and done the ground ops test multiple times after putting away in the hangar. It always test fine and I had assumed because the clutch is more easily overpowered with loads on the elevator in the air. However pitch pressure on the control wheel in flight during malfunction gives no resistance at all, and one should hear the trim horn I would think if the clutch was slipping? Hmm...I'm intrigued now. I've only done the ground test with everything else off. I will have to try it with the panel lights on now and report back. If that's not it, @cnoe's algorithm seems the way to go before pulling it.
  13. It's a reasonable thought Chris - but since I have an LED landing light, the only additional thing I have on at night are panel lights - I can't image 2 LED nulites an 2 post lamps for the trim and flap indicators make the difference, but it's certainly worth a try. Good info thanks. Yeah it's only been cleaned in place, not disassembled - I was hoping to avoid since it's much more $$ and it seems to work fine except on pretty rare evening outings, but I'm certainly moving in the direction getting it pulled now
  14. I think the design changed in '68 (my year) - they removed the carb heat bypass valve from the box itself. Maybe try Don Maxwell? There's an old article he published on this system that is really nice.
  15. Reviving this thread for a bit because I'm experiencing something really odd. I had my STEC-30 pitch servo cleaned up - presumably it was the ACF-50 that prevented its clutch from holding. Here's the wierd part for which I ask you suspend disbelief: It now consistently fails ONLY when I fly around sunset, dusk, or night. I've observed for quite a while now and I'm confident of this clear pattern - I was skeptical at first. It's like the altitude hold is not engaged at all even through the light is on, and it still ground checks fine afterwards. Wierder still, the problem in the evening has no clear correlation with ambient temps. I've seen it happen at OATs of 2C and 20C after I level off and engage it. But it works great during the day, independent of temp as well. I have no clue how ambient light alone could impact the system - however my understanding of it is poor. Any ideas before I blindly throw more $$$ at the problem??