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@TheLachlan Nice plane!! If I don't already have a E, I would definitely consider yours. By the way, I noticed your F has two additional steel brace that extend from the firewall to the lower portion of the cowl. Are those from the factory or was a aftermarket add-on? I just finish my first annual and was surprised besides a row of screws where the lower cowl meets the fuselege, there is nothing help holding up the lower cowl once the top cowl is removed.

Guys, I just want to close the loop and provide some updates after the governor replacement. After the governor was replaced with a unit using the correct gear ratio, I was able to get 2674 RPM on a take-off roll. This is almost 70 rpm improvement comparing to the before number - 2607 RPM. I'm still not getting 2700 RPM, but I also didn't lean the engine for best power. The OAT was 90 plus. Therefore, I suspect I could probably easily get another 25 rpm if I lean the engine before take off. For reference below are the numbers Before full rich Static Run: ~2450RPM Before take off RPM: ~2607 RPM After full rich static run: ~2510RPM After best power static run: ~2576RPM After take off RPM: ~2674RPM While I was sorting out the governor issue, we also found the fuel hose that feeds the fuel to the fuel servo was lose. I doubt it contributed to the problem since the fuel drip was slow. In any case, I think I can mark this as solved. Now on to the next problem - Hot running #2 cylinder. Isn't fun to own an airplane!!

@xcrmckenna Of course, I'll get right on it.

speed tape it is! Let's hope it holds better than duct tape. The duct tape used fall apart and expose the fibers in the doct tape. It was a quite a mass to remove.

Are you able to get to 2600 rpm on static run? There are few others here that can't get to 2600. I was able to get to 2578 after aggressive leaning of mixture.

If you have Mccauley prop. Static run should be 100 rpm within redline, or above 2600.

If aviation duct tape is the standard protection for those huck bolts, I can certainly clean things up and reapply. After all, it seem to have worked well and haven't puncture the seat vinyl all these years.

Are you saying the device is call spar cap or is there suppose to be a cap that goes over the rivets? I'm planning to clean things up a bit. Besides a little dusty and left over duct tape residual, there is no corrosion any where I can see. The white color around the rivets are duct tape residual.

I'm finally finishing up a owner-assisted annual. Before I put the seats back in, I notice there are rather unfriendly looking rivets under the back seats cushion. The previous owner used duct tape to cover the rivets under the seat. Since I end up removing all the duct tape for annual inspection, I wonder if I need to place something on top of the rivets to protect the seat cushion. Pinging the collection knowledge of MS. Thanks

@deanders Thanks, but I'm looking for a right aileron. I would put it in the classified section MS. I'm sure someone will need it one day.

Does any one know if a 67 M20E alieron would fit a 69 M20E?

Acquired the airplane last year. So, it now has a new owner and A&P to make sure things are done right. Log shows this governor was installed in 2011. Shockingly, a Mooney Service Center did an annual in 2012 and didn't find the issue. I begin to believe the collective knowledge on MS is probably far greater than most shop - except Don Maxwell....

@David Lloyd It is a real governor bracket. The guy at the governor repair station confirmed the old bracket was made by Woodward. I have no doubt the aluminum bracket would have work just fine if no one has "improved" its design. Nevertheless, I now have a new Mccalley bracket. @N231BN The governor arm is contacting the stop before the blue knob reaching the end of the travel in the cockpit. We made sure of that. I will review the Mccalley governor adjustment procedures.

Things we find in a 50 years airplane..... When my AP trys to remove the governor, the bracket promptly snapped off the governor. A quick examination of the bracket shows the bracket was modified. Dare I say by someone with access only to stone tools. Showing in the picture, the part circled in red is only part where the inner strip of aluminum connect with the actual bracket. This thing could have broke off in-flight!! In any case, a freshly overhauled Mccalley governor with Mccalley bracket are now install on the airplane. My static run RPM has now reach 2574, still short of the 2600 by 25 rpm. We didn't have time to mess with the stop screw since it was getting dark. I will be back at the field in the morning to back the adjustment screw on the governor out by one turn, which should increase the rpm by 25. Let's hope this will get me the 2600 rpm I was shooting for. During take off row, I should be able to get 2700.

Thanks @MB65E and @N201MKTurbo. I wasn't sure I would find that in the prop manual or the engine manual.

I'll bite. It's not specific to Mooney, but it may be useful Prop Angle Gauge. Print them and buy a 3/4" square aluminum pipe from Home Depot. Attach to the prop and measure the angel. Prop Angle Gauge v2.stl

Does any one knows the torque value of. the bolts/nuts that attached the spinner bulkhead to the fly wheel?

Found more info on Google. These guys are selling the exact same Woodward governor and claim it fits M20A-G. I have a M20E, it would make sense someone would install a Woodward B210345 as a replacement. However, since my engine started its life in a M20J, the original governor should have been either C290D5/T17 or DC290D1/T5. (Ref to page B-347). I wonder if someone could have replace it with a wrong governor based on the my aircraft model, instead of the engine model. In any case, PCU5000 isn't going to since it is not STC for M20J power plant. So, overhaul may be my only option.

I just reviewed my log book and look like the governor was last overhauled in 2011. The big surprise is the governor doesn't match any thing the prop shop says I should have on a IO360-A3B6D engine. Mfg: Woodward Model: B210345 Does any one knows anything about Woodward governor?

@carusoam There you go. A poor man's prop angle gauge. . I also have the prop shop on the field perform the same measurement. They got 13.8 and I got 13.95. The spec is 13.9. Either way, both measurement is within 0.2 tolerance. The phone was first placed on the floor above a 1-2-3 block to measure the floor angle as a baseline. The prop angle measured between 14.8 to 14.7. The number jumps every few seconds. I would call it 14.75. Subtracting the floor measure of 0.8. I have 13.95. The good news is, low stop on prop is not the problem. The only thing left now is the governor sending unwanted high pressure oil to the prop. Unfortunately, there is no way to remove the governor from the equation. My next stop is either overhaul the governor or get a PCU5000. As for PCU5000, besides lighter weight and newer design, what exact does it do that outperform the 50 years governor in my bird?

@EricJ. I fixed the wording on the survey.

Great Advice!! I could not agree more.

Momentary only. I assumed there may be other issue with the power plant since the governor was able to reach 2700 with the help of gravity. With the latest static run, it would seem the cause may be the governor. I did one more test run after that, and the RPM never reached 2700. It is entirely possible that engine oil was been thicker at the first test run that made the governor react slower. Nevertheless, the smokeing gun is now the governor.

I throw that in there only for good measure. After all, the median salary of aircraft mechanics is around $30 per hour. https://www.bls.gov/OOH/installation-maintenance-and-repair/aircraft-and-avionics-equipment-mechanics-and-technicians.htm In order for a A&P to make a living at $25 rate for side job, I would assume he/she already have a day job with full insurance and benefit.

I would assume the rate may be higher if you are dealing with someone with his own shop. After all, there are cost involved in the up keep of a shop. Also, if I'm dealing with a independent shop A&P, I would expect him to have all the tools and equipments. If an A&P is working on an aircraft in owner's hangar, owner would be expected to provide all the tools including wing jack, engine lift, etc...