FastTex

Since we are on this topic...the JPI830 checklist for LOP says to "Pre-lean to 50 degrees below of the estimated peak in any of the cylinders". How do you guys determine the estimated peak?

Sorry for the silly question...but how do you know you are @75%? Simple math? I'm trying to figure it out on my M20F that's why I ask.

GPSBable does not convert FPLs but searching the Internet I found this one that appears to be promising and FREE https://www.routeconverter.com/home/en

I tried it and it requires the app installed on the device. Also, I got a reply from the AOPA tech support saying that GPX is the only format exportable. Bizarre in my opinion...

I use AOPA flight planner and there is no export to FPL...I just like it better plus I use the app to activate flight plans...it's so easy. But now it looks like this conversion is not as simple as I thought! Also, at least for me, Skyvector does not work with Microsoft Edge...

Hello, Any good recommendations on how to convert GPX flight plans to FPL Garmin compatible? Thanks!

Thanks all for the feedback. I think calling JPI and verify probe and wiring it's a good idea!

The JPI sensor is on the front of the engine (where it should be according to my A&P). The aircraft gauge is on the back (original spot). So they appear to be installed properly. Yes, the alarm is set to 235F. I can change it to 210 but it doesn't change the high temp reading...I understand I will get alerted sooner and can make correction (cowls, speed, mixture, etc). We started the engine cold and when the original gauge hit 100F the JPI was measuring about 129F. That's how we saw the difference. Do other EDM830s behave the same? Do you have the same OilT reading on both instruments?

I'm a new Mooney owner and on the first few flights I noticed an indicated high temp on my JPI 830 (235F) during maneuvers and climb. The original analog gauge was on the right side of the scale but still on the green. The POH says 220F max on cruise (I was about 210F on cruise...). My A&P measured (not exactly but just to compare...) a difference of about 30F between the JPI (+30F) and the old gauge (-30F). Also, we did see the difference in probe locations: the JPI measures from the front cowling while the old gauge from behind the baffling near the firewall. Apparently that's how it is supposed to be installed. How do you guys handles this? Does any of the two instruments need to be calibrated? Should they indicate the same oil temp? Thanks!

Thanks! I will contact them...

Thanks. Yeah, kind of a long flight! Anyone knows a shop closer to my location that actually answers the phone? GA, SC, NC is pretty much the range...

Hello! I'm now the proud owner of a 1970 M20F and I need to do some radio and avionics work (NAV2, Glidescope, and VOR#2...). I'm based in Anderson SC so any radio/avionics repair shop near Spartanburg SC, Greenville SC. etc is easy to reach...but I'm flexible because I want to get this done! Any recommendations? Thanks!

Should we pay the mechanic after a test flight or before the airplane leaves the shop? My mechanic is insisting to get paid first. I have already put 20% down... Appreciate the feedback!

Thanks, I will be in touch.

Great, thanks. Do you know of any specialist/Mooney experts in SC?

I have seen a few M20Fs and several have had a gear up landing all saying "perfectly repaired" with top engine and propeller overhaul. How much of a concern is this, in the overall consideration schema, for someone like me that wants to buy one? Thanks,

First of all thanks for all the fast replies and willingness to help. Actually, I'm in SC and not in TX. Texas/Colorado/Arizona are the areas where I would like to XC with the Mooney!

Hello, I have been flying a PA28-140 for several years with great enjoyment! Now I'm considering to upgrade to a Mooney (mission: XC with family so more speed and more load...). Based on my budget it looks like a M20F (mid 70s) might be the right fit. What are the thinks to consider, items to check, ADs to make sure got done, etc? Any recommendation is very much appreciated! Thanks,

Thanks, great video to fully understand...

I just got another piece of information: the airplane was re-painted and interiors redone in 2014 (this is why she looks so good...on the outside), flew 50hrs for three years and now it's for sale. Is it me or this sounds "fishy"? At the same time who would spend all this money for paint and interiors if the engine is no good?

Thanks All for the great info and suggestions.I have just received a few more details: - Last three years flight time about 50hrs - Overhaul completed in the "early" 90s - Price is right on vRef (about $45k) It means the airplane has been flown about 22 hrs/year (assuming SMOH is 1992), for 22 years, until three years ago, then about 17hrs/year since then. At this point I'm not even sure it is worth the pre-buy investment unless the price goes way down...pulling a cylinder is not cheap. Thoughts?

Hello, I saw a 1967 Mooney E, she overall looks good. I'm puzzled about the same thing that lots of people ask: the engine has about 500hrs SMOH done in the mid 90s. That makes it about 23hrs/year of flying. I have not seen the logs, so I do not know how the hours are distributed but I do know she has been flown some hours in the last few years. What concern should I have about corrosion inside the engine? Does investing in pulling a cylinder answer the question? I appreciate the feedback and help. Tex