CG Roger

If it was just an issue of holing the pressure after shutdown, that wouldn't be as concerning. But the pressure never gets into the green with the electric pump or when the engine is running.

I have a similar problem. My fuel pressure gauge just got stuck at 8 psi. It now sits there in the following conditions: - Engine off, Electric Pump on - Engine on, idle or full power - Engine off, Electric Pump off I suspect it is the gauge also. The questions is - what can be done? If it's a burr - can the gauge be serviced? I cannot find a replacement gauge online anywhere. If I can't service or replace - what are my options?

I bought a 1977 M20J almost 3 yrs ago. In the last 2 years, I've had persistent problems with the engine running rough, or not making full power. I don't have an engine monitor, so diagnosing the problem has been very difficult. Every time it happens, I take it to the shop that I happen to be at - it tends to happen to me while I'm on the road, so unfortunately it hasn't been looked at by the same shop more than once. After each trip to a mechanic, it runs fine for anywhere from 10-30 flt hrs. It's now in the shop for it's 4th visit for what seems to be the same symptoms. Here is what has been done so far, I'm looking to see if anyone has had similar problems, or any suggestions to point the mechanic towards. Mechanic 1: - Cleaned spark plugs and replaced magneto and harness Mechanic 2: - Replaced spark plugs, cleaned nozzles. Mechanic 3: - Cleaned fuel lines, replaced nozzles, overhauled fuel servo Mechanic 4: - Checked compressions, checked timing, checked sparked plugs, borescoped exhaust, flow checked nozzles I'm not a mechanic, and my logbooks are at the shop with the plane right now - so I may be saying things a little incorrectly. But, I think you can get the gist. The current mechanic and the last mechanic seem to be very experienced and have described this as "a real head scratcher". I'm tired of scratching heads, I want to be flying. I appreciate any thoughts you might have. -Roger

The fairing alignment was not adjustable. There were two bolts holding it to the gear, and no room for adjustment.

Carusoam, I am in a cold climate (Northern Indiana), and this has been a problem only in cold weather ... so I can see the logic there. I do have a squat switch, but no bypass. I'm not sure how old the donuts are, I'd have to look back in the airplane records (I've only owned the plane for one year). The gear starts retracting fine, so I don't think it's the squat switch from preventing it from retracting. Something just isn't letting it get all the way up. Thanks for your thoughts. -Roger

Hello everyone, I'm having a strange problem, and I'm looking for your collective thoughts. On takeoff, when retracting me gear, my gear unsafe warning never turns off. After I cycle the gear 3-4 times, the unsafe warning goes away. There are no problems while extending the gear. I took it to the shop, they jacked it and cycled the gear. No unusual unsafe warning indications. They found a small portion of fairing was catching on the fuselage, they filed that down, hoping that maybe that little bit of catching and the air pressure in flight might be causing the problem. I test flew it today ... same problem. Tower reported the gear appeared fully retracted. My maintainer and I are thinking the next step is the uplock switch. But that switch both turns off the motor, and turns off the unsafe warning light. However, the motor turns off when the gear gets "up", even though the unsafe light is still on. In my opinion, if it was the switch, then the motor wouldn't turn off. Thoughts? Thanks, Roger 1977 Mooney M20J N201MR

I did review the POH for cold starts. It just wasn't clear to me that the pump should stay on when I advance the mixture to rich. They were listed as two separate steps, I read it as complete the first one (pump on momentarily) then move the mixture to rich. I see the error in my ways, I'm looking forward to trying the next cold start.

Everyone, Thank you for the recommendations. I feel like an idiot for not realizing that I need the mixture to full rich when I run the boost pump. That will probably make the difference. Cheers, Roger

-a- I appreciate your thoughts. I did receive 4 hours ground and 3 hours flight transition training from a CFI when I first got the plane. But we focused more on the in flight performance of the plane then on basic GA issues like starting a piston engine. I have also been doing lots of reading on this forum to enhance my knowledge more. -Roger

Hello everyone, I'm new to this forum (also knew to airplane ownership). Since I bought my 77' M20J a month ago I have been having problems with starting it. When I follow the POH, the engine doesn't start on my first attempt. After letting the starter cool, I cycle the throttle and mixture and it usually starts on the second or third attempt. Most of my flight experience has been in CG helicopters - with digital engine controls, and I've never had starting problems. My problem might just be my limited experience with GA aircraft. These are the key steps I follow in starting my Mooney. Can any of you give me advice? Am I doing something wrong? 1. Electric boost pump ON (1-2 seconds, to establish fuel pressure) 2. Mixture full forward for 3-5 seconds. (when I do this, the fuel pressure drops) then IDLE CUTOFF 3. Throttle 1/4 forward 4. Engage starter 5. Once the engine starts, Mixture slowly to full rich 6. Throttle - 1000-1200 RPM Thanks, Roger