cferr59

I don't think they changed the manuals. I found the same ground operation instructions on page 3-3 of this document. https://www.lycoming.com/sites/default/files/O-HO-IO-HIO-AIO %26 TIO-360 Oper Manual 60297-12.pdf I also found the SI that I believe you are referring to which describes a more sensible technique. https://www.lycoming.com/sites/default/files/Engine Procedures for Flight Training Operations.pdf Regardless, I agree that it is silly to taxi full rich and I lean aggressively on the ground. I agree with some of the posts above that it is good practice to lean to the point where you cannot advance the throttle without the engine stumbling. That way you cannot accidentally take off with the mixture too lean.

The instructions in the POH are straight out of the Lycoming Operators manual. And the 100/130 fuel that the O-360 used to run on has an even higher lead content that 100LL. I lean on the ground, but that isn't what Lycoming says to do. You won't hurt the engine by leaning on the ground because the power setting is so low. I also question how much it really would prevent overheating, but maybe on a hot day...

Nice, I almost bought that plane.

Is this an M20F with a 201 cowling at Culpeper airport?

I initially read that as your fiance was requiring it and was thinking "how does she know how much engine time it has?". I've never heard of this financing thing! I don't really know any engines shops out west.

Nice, I just did my transition training last weekend. 2 flights and then a long flight home from Morganton, NC. I flew on Monday to practice a few landings. I find I am starting to round out a little bit high probably because I have been flying Pipers for several hundred hours. With 6 hours in the M20C, I'm still a fair weather pilot, but I'm looking to get some practice approaches in this week.

I have the habit of pulling back to 25in/2500 RPM because I also fly a PA32 which is not rated for continuous full power. I have a feeling I don't actually need to do that for the O-360 in the C.

I climb Vx until gear retraction, Vy until pattern altitude, and then cruise climb to altitude to keep the temperatures down. I'm a new Mooney pilot, but this seems to work well for my M20C.

@eman1200 I may take you up on that sometime! I'd like to go back to AGL for annual next year...

I picked up my 1965 Mooney M20C today from Morganton, NC. It was at AGL for a prebuy and then they completed the annual. I flew to Charlotte yesterday on the 6am flight from Philly and then took an Uber to Morganton. Lynn met me at the airport and jacked up the plane so I could practice with the J-Bar. Then, I flew with a local instructor and completed airwork. This morning, we did a bunch of landings, a few go arounds, and engine outs. It was relatively cool and the plane was pretty consistently in the air at the 1000 foot marker. I flew back to KPNE without issue. Kept my speed on point for landing and had no problems making the first turn off. Planning on working with a safety pilot and some instruction before I would take it IFR. But, it was a long but fun weekend and I'm happy to have it home. Definitely recommend AGL for a prebuy as well

The engine doesn't need much compression to make full power, but that is pretty low. Can you try running it up on the ground and retesting? I have heard that the rings rotate during operation of the engine and if the gaps in the compression rings become aligned, it will significantly reduce the compression of the cylinder. That is why the cylinder can be 60/80 and then magically be 74/80 on the next check. Also, do you hear the air coming out of the breather?

Bob, it was great seeing your airplane on Monday. I was very impressed. Nicest Mooney I've seen yet!

I am the buyer that @Bob_Belville is referring to. I cannot speak highly enough of AGL and would agree with the recommendation that you go there. They found a number of issues that I am sure a non-Mooney shop would have missed, but nothing where it made sense to cancel the sale. No 50 year on airplane will be perfect, but you are looking for items that cost thousands to repair, not hundreds, and a non-Mooney shop might not know the problem areas to look at. A pre purchase inspection at a place of your choosing should be a condition of the sale. If the seller won't do that, it would be a good decision to find a different airplane. It certainly sucked waiting a few weeks for the seller to be available to make this trip after signing a purchase agreement. However, an airplane is a long term and very expensive purchase that can have hidden issues that cost more that the value of the airframe to repair.

That does not look like it has been hangared for the last 25 years unless it was outside the 25 years before that! Does it run fine now on the ground? Can it pass a run-up?

Unfortunately deal fell through. @RogueOne has been very gracious and helpful through the entire process. I don't want this to reflect badly on him or the aircraft because neither deserve that! We just had some things we didn't agree on.

I'll be presumptious and add the aircraft to my profile. @RogueOne should update his with his new airplane!

@RLCarter I hope so. I highly doubt that there are going to be major issues with this aircraft considering the care the @RogueOne has put into it. I believe the prebuy starts tomorrow and I was lucky to find a shop where the mechanic is also a Mooney instructor so I'll be able to get trained and ferry it back myself. The route back takes me right over the Great Lakes which I'm not comfortable flying over in a new to me airplane so I'll be taking a southerly route back.

As the purchaser, I completely agree on the uneventful pre-buy. Aircraft is at OasisAero in Willmar and I plan on picking it up on 10/5. I have transition training scheduled with Eric from Oasis. Very excited to have this nice Mooney.

@DXB I have a half bottle of AC Delco 10-5045 fluorescent dye and a UV flashlight that I used to find a leak on my motorcycle. I don't know if that dye is ok for aircraft engines, but it is designed to be used in engine oil to find leaks. If anyone knows if that is ok to use, I can drop it off at your hangar.

Hello, My name is Chris. I have been considering purchasing a plane for the past few years, but I'm in a good club and had trouble figuring out what aircraft would be the best fit. I decided on an M20c for its speed, simplicity, reasonable fuel burn, and reasonable acquisition cost. It also has the O-360 which I consider to be one of the best GA piston engines. So, I'm looking for a nice M20C with the following: Airframe in good shape Complete logs 201 Windshield Engine under 1000 hours, but flown regularly IFR GPS (preferably WAAS) ADS-B out Good paint (7 or better) Good interior (7 or better) Wing leveler Nice to haves: Engine monitor Avidyne or Garmin G5 Real autopilot Cowl Closure Modification Is there anything else I should be looking for? I realize I may have to compromise, but I don't have time for a restoration project. Also, does anyone know of something similar for sale or that might be coming up for sale soon? I found a few that looked like they were for sale (N78884, N669GJ), but it turns out they were already sold or had an offer.

Wow, that is expensive! I guess being based there we don't pay those fees. Thank you for the offer! I'm going to message DXB first and see when he is around since he is based here.

Hello, I think I want to buy a manual gear Mooney, but I've never flown one. Is anyone who owns one in a reasonable flight distance of KPNE that would be willng to take me for a flight. I fly both club PA28 and PA32 and would be able to meet you at your airport. We don't have something similar for rental in this area as far as I know.