corn_flake

One more thing. Most M20E shouldn't be a high performance unless it got a turbo or some other mod. High performance is defined as 201 HP or more. M20E is only rated for 200 ponies.

Set up rent-to-buy agreement with your sister. Buy rental insurance during private training. AOPA is a good place to start for rental insurance.

LOL

@carusoam Point well taken. It some point, it may have been cheaper to overhaul the mag then paying IA's hourly rate to troubleshoot.

@PT20J You 100% correct that the motor/prop combo came from a M20J. The donor M20J continue its life and became Missile 300. Sadly, that M20J end up in a off-field landing into a river 2014. Look like all evidence points back to the engine it self. I'll still measure the prop pitch since it is pretty easy to do with modern smartphone app. My IA and I have an appointment this weekend to start troubleshoot the engine starting with ignition.

@M20Doc Yes, my E was modified with McCauley prop when IO-360-A3B6D was installed. -The original motor was IO-360-A1A. @PT20J What is TCDS? Thanks

@Cody Stallings As far as the engine log that is available to me, the engine has never made 2700 RPM on take off since 2013. Even on a cool day. @PT20J Is the prop pitch always measured at 30" station? I have read some are measured at 75% from the hub center. I'm not planning to change the low pitch limit unless the measurement shows anything other than 13.9 degree. If I get to that point, I will need to send it to a repair station. @M20Doc Also, this is a Mccauley two bladed prop.

Thanks for all the great input. @carusoam The full power static run was requested and supervised by an IA. In turn, it was prompted by my concern of the aircraft not developing closing to 2700 RPM on take-off roll. IA wants to see the symptom for him self before we start making adjustment to the governor. @PT20J I didn't think flap setting would make a difference on the engine RPM during take-off roll. When I forgot to set take-off flap, I too was surprised the engine log shows it was able to hit 2700 RPM for about 2 seconds during take-off roll. In some way, I think it does make sense since flap produce additional drag. @Cody Stallings Is 13.9 unique to my motor/prop/airframe combination by actual test run that resulted in 2700 - 50 RPM? I may have ran a bit rich when I did the full power static test. I left the mixture at full rich. Therefore, as someone else has already pointed out, my test may not have been valid without leaning for best power. With that said, I doubt I can get 200 RPM by leaning mixture. Assuming a properly set up motor/prop should develop 2650 on full power static run as suggested Mccauley manual page 102, there are only two possible causes for not get that RPM. Prop's lowest pitch is set too hight or prop not returning to lowest pitch setting Engine is not producing the rated power due to other factors (overly rich mixture, mechanical problem, etc...) The next step is to measure prop pitch to make sure it is truly 13.9 degree. If yes, we will need to determine if 13.9 degree is simply a boiler plate number and field adjustment to lower pitch is proper. If I move down this path, I believe I need to get a prop shop involved. On the other hand, if 13.9 degree pitch is confirmed and adjustment is not allow, IA and I will move on to troubleshooting the motor instead.

Good point on the DA as well. While the location of the test has 400' MSL and the temperature was around 13 C, I will lean the motor perform the test again. Since the fine pitch adjustment on the prop itself is been called into question, I check my prop log book and it shows the pitch is 13.9 degree to 33 degree. Does any one know how to measure the prop pitch? Specifically, how far from the center point to measure the pitch for Mccauley prop? (signaling @Cody Stallings ...) Also, why was the 13.9 degree selected as the low pitch stop? Is this specified by the mfg for the motor/aircraft combination or is this set by the prop shop based on actual test run of my specific motor?

I didn't think it would make a difference with the flap down or up, but apparently I was able to get 2700 RPM with no flap during the take off roll. Also, I'm using Horizon P-1000 tach. I think a tach reading off the p-lead from the mag is much more accurate than the mechanical tach.

The only way for my M20E to get 2700 RPM during the take-off roll is without any flap. With flap setting as recommended by POH, it's only producing 2615 RPM. Since I want to get every bit of performance, I had my A&P out today we did a static full throttle test with engine at full rich and prop full forward. The best the M20E can do is at static is only 2460 RPM. Is this normal? What is your static full throttle RPM?

I read enough great things about dynamic balancing prop. Does any one have a recommendation on a shop in CA or NV that provide this service?

My research suggest a well late 60's Mooney with Somewhat updated avionics (Garmin 430 GPS, 340 Audio Penal, and without ADSB) Mid time engine Decent Interior and exterior Tank sealed within the past 10 years No major sqawk Fetch about $60k to $72k. So, I would value the Mooney mentioned in OP's post to be about between $2k to $12k. If the exterior is also in bad shape and the aircraft is not airworthy, it would probably fetch more if sold for parts.

For those that carry spare tube, what additional tools do you carry to install the tube?

Does the coordinator has a trim knob for PC?

@smwash02 The one your shown in Barnstormers is actually in airworthy condition. The 172 I mentioned is not. But it is newer in term of age. Assuming V-Ref is correct and an airworthy 1973 172 can fetch $59k, here is my math. Fair Market Value: $59k Overhaul O320 Engine: minus $23k Install overhauled engine: minus $4k Install ADSB: minus $2k Install a Garmin 430: minus $6k Freshen up interior: minus $8k Final Value of aircraft: $16k Let me know if any of my estimate is out of line.

Is it just me or, vintage Cessna seems to have higher value when comparing to a similar vintage Mooney?

What's great idea! But, you are placing alot faith on that small weld. I would suggest adding a small gusset preferable on the wheel side of the weld.

I would have post this question in a Cessna forum, but I like to get some objective opinion. I came across a 73' Cessna 172 and here is what I know It has been sitting out in the Southwest desert sun for the past 5 years Avionics are all original from 73'. (No GPS, modern audio panel, etc...) Interior appears to be original as well (aka, serviceable, but not pretty) Exterior condition looks dated, but serviceable Airframe hours is 6000 Engine hours unknown, but we will assume overhaul is require since it has been idle for extended period of time. This 172 is equipped with O320 producing 150HP. How much would you assess the value this aircraft? How much would you assess a similar aircraft if it is with a low-time engine in an airworthy condition?

Go read about Tesla's Model 3 production ramp up. Unless we are talking about producing 500 Mooney per week, automation is out of the question. If GA industry wants that kind of demand, a new aircraft need to start around $100k, not $500k. There is one of the reasons why experimental is one of that fastest growing sector in GA. $35k will get you a airplane that will do 165 knots. $100k will get you a nice RV-10 that is large enough to take the family.

I see it now. I was reading the top numbers as if 108 was the equivalent of full of unknown scale.

Does any one know the scale for the number on top of the fuel gauge? 36, 72, 108

@cliffy https://lmgtfy.com/?q=garmin+uavionix+lawsuit&s=g&iie=1

Now we got this topic mostly covered. Here is the thread where I found the original picture.

@M20Doc Since you have seen few that came apart, can you share if it is a catastrophic failure to the engine operation if that happens while in flight?