MikeOH

Looks like it managed to free itself up, though

Then, don't go to the doctor! Problem solved

@Joann Check your PMs

I believe I have the P5000, so not sure if the following is applicable. My last oil change I absolutely could not get the quick drain to stop dripping despite 'snapping' it shut many times. I texted my A&P friend and he had me put the drain hose back on, then while holding the quick drain open, blow hard into the drain hose. Like magic the drain then sealed perfectly! He said that while draining a little crud can lodge on the seat and the air clears it.

@a64pilot Yet, again: I have replaced the hoses to/from the oil cooler. I have had my A&P check the seat and the vernatherm. Now, I know the oil cooler was overhauled as I took it to, and picked it up from, Pacific Oil Coolers personally. I could see that the baffles and oil hoses have been changed. BUT, I really do not know what my A&P did when checking the vernatherm and seat. So, at this point, I'm just going to replace the vernatherm with new and check the seat myself. I have a friend that is an A&P who is willing to supervise and sign off. They're like 0.3AMU and I just don't feel like screwing around soaking and measuring the one I've got. I will check washers! Never thought of that, thanks!

@A64Pilot My Insight G3 oil temp sensor is installed at the front of the engine; the factory gauge is also installed with the sensor in the back of the engine. The factory gauge has no numerical markings; just green and red-line. My A&P has told me the nose sensor location will read higher and that is consistent with what I see on the factory gauge: when the G3 was showing close to red-line, the factory gauge was still just below red-line. Seems doubtful both gauges are off, but you are correct that I have not independently verified with a known calibrated instrument.

@carusoam Perhaps you missed my earlier comments; easy to do with a long thread. 1) I had my A&P check the vernatherm and seat....but, not really sure what he actually did as I wasn't present. 2) Fins are fine, new baffles from GeeBee were installed 3) What tubes do you mean? I replaced the oil lines to/from the oil cooler. 4) I had Pacific Oil Cooler overhaul my oil cooler. Any other boxes I didn't check?

Man, if someone offered me $100K for my M20F, they can have it! I love it, but at that amount I'd be crazy not to sell

$60K-$65K sounds about right to me.

I go with data, not anectdotes. Here is the Savvy data on my oil temps vs. my cohort (over 10,000 flights). It's pretty clear my temps are much higher than they should be for other Mooney M20F/Js. I also have some low power flights (sightseeing at 50-55% power) where the temp is stable at, what a surprise, around 185F. I am beginning to wonder if my vernatherm is not completely closing (not fully expanding) so at higher power levels not enough oil is making it to the oil cooler.

Another happy "F" owner, but if you are used to a 170, hauling bikes is going to be a PITA, I'm afraid. As others said, the back seat is going to need to come out, and you'll be loading through the cabin door across the back of the folded forward front seats...no way a bike is going through the baggage door!

If 200 is ideal, then why would the vernatherm be designed to activate at around 180? While my CHTs, at 330-360, were higher than normal, I didn't consider them excessive (the 390 in climb was not great). Cowl flaps were wide open. Frankly, on my F, I see very little increase in speed, yet I'll always run hotter by 10 to 20 degrees with them closed. So, I rarely close them.

Thanks! I had my oil cooler overhauled by Pacific, they are 5 minutes from my hangar, but never thought to have them test the vernatherm. Much cheaper than just shotgunning with a new one.

@Ragsf15e @A64Pilot "High" was touching redline, 245F on my G3 whose sensor is mounted at the front of the engine; the ship's gauge needle remained just in the green. This was in the climb at 120 mph. In cruise I was seeing 225F on the G3, and several needle widths away from redline on the ship's gauge. CHTs were 390 max in climb, and 330-360 in cruise. Even in more 'normal' temps, my oil temp NEVER regulates at anything near 180F; it's always at least 200F. I'm beginning to wonder if I should just replace the vernatherm and see what happens; my A&P said it tested 'good' but I'm not really sure what he did.

Yep. Similar story here. A week ago my wife and I went to Columbia, CA (O22) for a long weekend and it was 108 when we landed. Left Sunday morning at 10 am and it was 100 already. I, too, struggled mightily with oil temp, CHTs were okay, though. Oil temp has always run high on my plane, and on the return flight it was pushing redline! I've been through overhauling the oil cooler, new oil lines, baffles, and having the vernatherm checked. Frankly, I'm not sure where to look next...but I sure don't want to repeat the stress of that flight!

@swapilot48 Another data point for you. I've owned my M20F for four years and, all-in, it has averaged 15AMU/year. And, by all-in, I mean EVERYTHING except purchase price. I'm talking micro-fiber towels are listed on my spreadsheet, charts, database and ForeFlight subscriptions, hangar, property taxes, upgrades, tie-down fees, you name it...basically ANY expense that would go away if I didn't have a plane is listed.

I've owned my plane for 4 years and the speed-brakes were installed 5 years before that. I rarely use them in flight (maybe one out of ten flights when ATC slam-dunks me!), but exercise them as part of every pre-flight control check. Never had a problem. Whoever did the install sheet metal work is amazing; it's flawless. I wonder if a poor/mis-aligned install could put stress/binding on the internals?

Nothing wrong with water, but in four years of ownership I've been perfectly happy with the blue Wash-Wax-All product.

So, tell me, how do you guys only make completely legal and insurance claim worthy mistakes? Or, do you just never make mistakes?

It's been posted here before (sorry, too lazy to look), but ever since adopting Don Maxwell's 'hot start' technique I've never had a problem. Works well regardless of how long it's been since shutdown (common sense: obviously not true after a couple of hours!)

I feel bad for you that you didn't have insurance; although I suspect they would total the plane. This is exactly what insurance is for: mistakes. When viewed in hindsight I don't think I've ever seen a smart mistake And, anyone who thinks only their mistakes are worthy of being paid for by insurance (i.e. other people) is pretty arrogant, IMHO.

You seem more interested in criticism than curiosity. BTW, since you feel the need to criticize others' spelling...it's chock, NOT chalk.

@Parker_WoodruffThanks for quelling the 2X "info". Still, I don't understand how their risk increases?? Is there actuarial data that factually demonstrates higher risk?

I agree with that 100%. And, that is EXACTLY what I think is going on here: The insurance company would make a lot more money if four pilots insured four airplanes, rather than sharing one (equal hours). Not taking into account Vance's valid points, their risk exposure is the same, yet the premium is double! They'd like to get away with 4X (equal premium to four individual aircraft), but know they can't. Their not-in-motion risk goes down as well; by a factor of 4.

Good analysis. Can't say I disagree with any of those effects. I also don't believe that those risks justify the 2X increase