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I have had all sorts of trouble with my door seal after replacement. Initially I couldn't get the door to close without a lot of force on the internal latch (not good). Then after adjustment, the seal now protrudes from the door in a couple places.

Won't a change in oil viscosity change oil pressure? I notice for instance that my oil pressure is higher when the oil is cold than when it is hot. So if you changed oil weights wouldn't that affect the pressure?

I got mine today. Thanks Don, they look fantastic! I'll be getting them installed this weekend.

Thats helpful, thanks all!

Hello fellow Mooniacs, I am potentially interested in finding 1-2 partners for my 1992 MSE. I currently have a loan on the airplane, and it it currently registered to me. I am interested in understanding the mechanics of what would have to happen in order to form a partnership. I get you need to form some kind of entity to own the airplane, but I have several questions about this. What kind of entity should it be? Do I need to refinance the airplane? What other financial considerations should I consider? I'd primarily be doing this to defray the costs of ownership + develop some permanent flying buddies. Any thoughts? Thanks!

@DonMuncy Haven't heard back from Niko, so probably time to add me back to the list .

Thank you Don. I'll let you know how it goes.

Just catching up to all the replies. I've been traveling by Mooney (the best way to travel). I'd love to take them off your hands. I'll send you a PM and see if we can come to an arrangement. Thanks!

Your name is not in the email address at all, which was the dead give away for me. Also the user that PMed me had 0 posts.

Please do let me know when you have some available. I am not in a rush. I greatly appreciate your help. On another note: a new user PMed me and suggested I send an email to you. The email they provided is obviously not your email address. They wanted immediate payment and a shipping address. I've tagged this as a scam. Just a heads up for anyone else this happens to. They didn't get any money from me.

@DonMuncy Are you still making these? I'd love to buy a set. My factory visors are past their service life, not wanting to spend $600+ on a pair of Rosens. If not I'd love to understand what parts you used so I can make my own.

I wonder if anyone can help me with this. I am having trouble getting my AOA calibrated properly. When I finish calibrating it, I get a high AOA warning on climb and no indication on landing which I find odd. I pulled the data from the engine monitor (yes it logs AOA and IAS!!!), and the AOA reading doesn't look accurate to me, I would expect AOA to be higher during landing than during climb (but it doesn't appear to be!). Any thoughts?

Compressions came back great 80,79,79,74. However I do appear to have an intake valve guide oil leak on #1 as evidenced by oil on intake header. I'll address at annual. Really appreciate John from AGL helping me out on this. Now to keep an eye on my oil consumption and get results from oil analysis. Also had the pleasure of meeting @CJ today at KMRN. Hello @CJ!

Realized I neglected to reply. I really appreciate this. The borescope / check is more for my peace of mind than anything else. All signs at this stage point to things being ok. No excessive blow by (over 20 hours to oil turning black) Oil consumption seemed to be satisfactory prior to the oil leak Valve tube seepage seems to be resolved after retaining clips were properly seated All in all things are looking ok in terms of what I can verify at the moment.

That is another thing I should mention. I got to just over 20 hours on my last oil change before the oil started turning black. Hopefully a good sign (I have no data for how long that should take as I was renting before this). AGL is going to do a compression check, change the oil, oil analysis, borescope, etc. Hopefully it all comes back good. Last annual compressions came back varied (some low 60's some as high as 78), but the engine had only 17 hours on it at the time. So hopefully things have dramatically improved with more break-in time.

That's just my estimate based upon when I last added a qt before the leak seemed to start. I'll get a more precise measurement now that the leaks are resolved. I did the run up, de-cowled to ensure leaks were gone, then test flight today. Everything looks good so far.

AGL inspected the engine externally today, fixed the oil leaks (one required additional sealant to fix), and cleaned everything down. I'll be flying it over to AGL to get the internal bore scope, etc to see how things are doing.

Update on the topic. AGL agreed to come down to Monroe on Saturday and take a look at the oil leaks. Really appreciate John's willingness to work with me on it. There are no A&Ps that work on field at KEQY. No idea how that can work for an airport of this size, but it's the reality we are in. Talking to Savvy, they believe the cylinder seepage is normal and not to worry about it. They were focused on the oil pressure transducer leak and loose oil return line leak.

It's been quite a while since I did this, but there was some legitimate reason CHTs were high. Top cowl off or an extended run up or something similar. They don't normally get that high except in flight .

Appears to be right mag #3 based upon the EGT being a lot lower in the picture. Right is always lower RPM than left in my plane.

This is my first M20. I have since learned to lean enough that the engine won't throttle up to start taxiing. I then have to add some mixture to get moving. Run up with leaning has cleared the issue every time. I have not had it happen since winter started. A&P was convinced it was a fowled plug. I did manage to snap a photo of the engine monitor at run-up on each mag when it was marginal.

Not good signs from a couple shops unfortunately. As I understand it, a newly overhauled engine should not be seeping at cylinder bases so soon, but it's otherwise relatively common. I can get over having cylinders that will only last another 300-500 hours as long as that failure happens slowly with plenty of notice and not suddenly while I am flying. Inspections incoming.

I did not know there were different standards for overhauling cylinders... That's not good news. The good news though is up until recently oil consumption had been as low as 1qt/10 hours. The not good news is I was getting a fowled plug that I had to clear on about half my flights, but lately that hasn't been a problem. Perhaps it's the colder weather. I have been running Phillips XC 20W-50. I'll get the spark plug checked. I do have a cheap bore scope, but I wouldn't know what to look for. I'll get an A&P involved through Savvy.

I have chrome cylinders.

I appreciate all of the help / recommendations. I'll definitely be getting this engine looked at further given all of the seepage/leaks. I am going to go ahead and get the offending line tightened up, cleaned up, and give it a run / check. The rest looks minor enough to me that I could fly it to the closest shop to get a more thorough inspection / those issues corrected.