Nomad Pilot

I used Gatts 10 day course. They put an emphasis on single pilot IFR training and its a complete package at a respectable price. Sent from my iPhone using Tapatalk

When someone mentions low CHT, as a mechanic I would ask about oil temp. A combo of Low CHT and oil temp might lead me to believe he’s on the back side of BSFC. The OP mech mentioned oil pooling and possible cylinder glazing and was questioning low CHT. The mechanic should have started asking a few questions of how the pilot manages the engine so the answers can lead him to a possible problem or a tweak in engine management. Sent from my iPhone using Tapatalk

Pouring the Kool-Aid... The original post was an question of low CHT and oil glazing on the cylinder walls. So the first thing I looked at was oil temp (170F). That’s at least ten degrees lower than it should be. My concern was that the he was managing his engine in “no mans land” or specifically below BSFC. This could cause both cylinder glazing and low CHT readings. Running an engine on the back side of lean of peak is a dangerous place to be. Mike Bush (Savvy) has some very educational webinars on EAA on lean of peak. Bill Ross also has written an excellent pamphlet on engine management (http://superiorairparts.com/files/1715/0273/3473/EM101.pdf) engine management 101. The problem I believe has stemmed from the thought that if 380 CHT is good, 370 is better and 300 is amazing... That’s not so! If your running on the backside of BSFC, your doing harm to the engine. CHT below 400 is what the manufacturers suggest, but look first at oil temp when you have low CHT. Side note: Just because I have a different point of view on the subject does not make me a “troll”. We’re all here because we can for our Mooney’s and I’ve learned much from other owners experience with these classic machines. 30+ yrs A&P and I’ve peered though a Boro a time or two. Sent from my iPhone using Tapatalk

Don’t drink the Mike Bush Kool-Aid! Sent from my iPhone using Tapatalk

Cylinder temps are not perfect!!! Your mechanic is correct on CHT range. Sent from my iPhone using Tapatalk

Believe what you want , but IMOP everything Mike Bush says should be taken with a grain of salt! Sent from my iPhone using Tapatalk

I'm guessing its too late for an oil sample analysis, they could have tested the oil and determined the type of metal found. I use Blackstone labs. Anywho... These engines are simple to remove and install, I'm an A&P and I wouldn't have a problem with the owner doing the work a majority of the work to save money, especially the removal.

What is the pneumatics services with? If it’s shop air you might have a small icing condition. Try purging the system and try servicing it with nitrogen. Sent from my iPhone using Tapatalk

$30-40K budget. Maybe $50K if it had nice avionics. I’m in Georgia. Sent from my iPhone using Tapatalk

Did you end up selling?

Looking to purchase a M20E. No corrosion or projects but a high time engine is ok if it’s priced accordingly.