Mark Cline

Thank you, I appreciate the replies.

Good morning, Does anyone know of a source for a M20M cowl flap motor that has a shorter wait time than six months (other than overhauling the current one)? Thanks

Thanks! Please let us know what you find.

Mine is a WX-950. Thanks so much.

Greetings, The stormscope in my 1998 M20M has stopped working properly. The avionics shop reports that there is no longer a facility that repairs these. Has anyone else dealt with this and come up with a solution (other than buying a used one)? I have XM and ADSB weather, but I like the more immediate information that the stormscope provides. Thanks, Mark

Yes, I received the NPRM for a proposed AD and thought it may be a good time to stock up. Even now the wait time is 24 weeks.

Thanks! I appreciate your help!

Would someone confirm that the correct turbo V-clamp part number is 40D23255-340M (for a 98 Bravo)?

I placed filter orders at both Sporty's and Aircraft Spruce back in March. If memory serves me correctly, both had tentative August ship dates when I ordered. Yesterday I received this e-mail from Sporty's: "Regretfully, we have been informed by the manufacturer there are further shipping delays and it might be next year before they can begin shipping. Champion is dealing with massive supply chain issues with no real end in sight. Because of the uncertainty of the filter delivery, we are cancelling your backorder." I am OK filter wise right now, and I am hopeful that I don't receive a similar e-mail from Aircraft Spruce. Trying to stay ahead of the situation. Since gas has nearly doubled in price, I have kept the Bravo bridled back to 24/2200 when I am out flying just for the fun of it. Lower engine temps at that configuration. I think that others do oil, but not filter changes at 25 hours, then change both at 50 hours. Right now my Bravo is in the shop for 4 weeks getting its tanks resealed. When it comes out, if the filter situation has not improved I may resort to the oil but not filter change at 25 hours.

Does anyone know a source of in-stock oil filters (Champion CH48110-1 or Tempest AA48110)? Thanks!

Has anyone heard any updates on the gross weight increase?

Follow up: Got the pump from QAA, its installed on the plane, and it is working great. The pressure had to be turned up quite a lot from the setting out of the box, but that was not a big deal. The new fuel pump made a big difference in my FF values (now much lower, and closer to the POH values). Apparently my old one was sucking in some air and affecting my FF values.

What happened?

If it helps anyone else out, QAA.com has them available for $1,360.

It has a small amount of fuel draining out onto the ground, so its time to get this addressed sooner than later. I appreciate all of your responses, and help. I'll get on the phone today. Thanks again!

Good afternoon, Does anyone know where I can buy (new or overhauled) the engine driven fuel pump for a 1998 M20M? If not, does anyone know where I can have my current fuel pump overhauled? I believe its part number 62021153. Thanks so much, Mark

Thank you. I replaced all of the engine probes about 300 hours ago when I installed the EIS as part of a G3Xtouch. I have never taken the TIT above 1650 since that time, not even transiently. I gave up on trying to run lean of peak soon after starting to fly the airplane when I first got it -- just too hot, and after considering all of the perspectives from this forum. All work has been performed at a very solid Mooney Service Center that I fully trust, and it took me a while to find one I trusted. I check the exhaust, waste gate, and turbo every 25 hours at oil changes as if my life depends on it (because it does).

Thank you

Based on recommendations from past posts within this forum, I purchased GAMI injectors for my 1998 M20M. At the same time I also installed fine wire spark plugs. I did this because my fuel flows had never approached the POH values – they are around 20 to 25% higher. After I had the GAMI injectors and fine wire plugs installed I found only a slight decrease in fuel flow and thus only a slight decrease in fuel cost savings. I performed the GAMI Lean Test per GAMI’s instructions, and sent those data to GAMI. They sent me some replacement injectors that I swapped out on four of the cylinders. The new injectors did not make any difference in fuel flow. I preformed another GAMI Lean Test and send those data to GAMI. GAMI replied that the GAMI Spread was not very good at around 1.6 GPH. My #5 peaks early, and #3 is late. GAMI says they have made my #5 as rich as they can, and my #3 as lean as possible. Basically they imply that there is nothing else that they can do. Per the recommendation of GAMI (and others) the following test have been performed: - The CHT and EGT probes have been confirmed to be reading the correct cylinder. Before I start the engine, they all read the same temperature. - The fuel flow meter has been replaced and replumbed. - Individual FF to each cylinder has been checked. The FF to each cylinder are 1) 7.25 oz, 2) 6.75 oz, 3) 7.00 oz, 4) 6.75 oz, 5) 6.5 oz, and 6) 7.0 oz within 2 minutes and 30 seconds. - Intakes checked for leaks. None noted. All exhaust gaskets were replaced due to 3 of them leaking. The engine is around 1200 hours since overhaul at Western Skyways. The overhaul was performed in 2008. I purchased the airplane in 2018. Since 2018 I have replaced the turbocharger and prop governor. The engine has really not given me any trouble at all other than burring much more fuel than the book values. The Garmin EIS was installed in 2018 with all new probes. No excessive oil burn. Oil changed very 25 hours. When I am just out flying for fun (which has been 95% of my flying since COVID) I usually poke around at 27 inches 2300 RPM leaned to 1600 to 1640 TIT with around 16 to 17 GPH fuel flow and 150 knots at 8,000 feet. The engine seems happy at those settings. So more than anything, I am curious why I can’t get a better GAMI spread on this engine. Per GAMI, they have had much success on other Bravos. I do not have any STCs applied to the engine. It’s a stock Lycoming engine. I would be grateful if a knowledge Mooney mechanic has any insight on my situation.

Not my experience either. My oxygen flows at a field elevation of 2120 ft. Thats also one of my checks before going up high. I had an oxygen leak that ended up being a problem with the wire connection to the mechanism behind the knob.

A carbon deposit was blocking the orifice at the attachment point to the #3 cylinder. Thus, it took longer for the correct pressure to build up in the tubing that attaches to the MP sensor. After that blockage was removed, my MPs have much faster response rates.

Thank you! Much appreciated!

Thank you. A reasonably priced assortment kit would be ideal. I found some, but they were in the 500 dollar range.

Seems like every oil change I spend time looking for a few of the camlocs that have fallen onto the ground. So far I have always been able to find them, but its just a matter of time until one gets away. Can anyone give me the size of the M20M cowling camlocs (the larger and smaller ones) so that I can buy a few to have on hand? Thanks!

Every time the cowl is off, the waste gate gets a generous drink of mouse milk. Does yours go all the way up to 38" by rotation? Thanks for your help.