phxcobraz

For what it's worth I have had a similar roughness on my M20C a handful of times in the 300hrs I've owned it. Enough that my compass and other gauges start to vibrate more than normal. It always clears up within a minute or so and I can't ever see any immediate changes in RPM/MP/FF/CHT/EGT. If they are there they are so minor it doesn't register outside of normal in-flight fluctuations. I have kind of chocked it up to mountain windshear as well, as the times it has happened have almost all been while climbing out or through a set of mountains in CA/AZ. Whatever validity that possibly has. I never have had any morning sickness or really any trouble starting, but I like the idea of checking for evidence of a stuck valve. Like you, I never found any in-flight lean mag check makes any difference or pinpoint. Of which when I did have a mag needing overhaul last year, that absolutely showed the 1 mag running rough. How do the intake gaskets look? A couple of mine were blue stained earlier this year and replaced, it helped stabilize my EGTs some, which could also cause roughness if air is getting in.

I bought a bag of these when I first got my airplane, there are plenty extra so I replace any missing or rusted/stripped screws every annual. I would advise getting a handful of the nut plates as well, I have found a handful of stripped ones over the year. For how often those screws come off/on it is inevitable the nut plates will strip.

Interested in how this is going for folks now that a few units at least have been shipped/delivered. Anyone get it installed yet? I have had my eye on one if they work well enough and start shipping. Half the price of a g500, so if it will hold alt and follow a GPS track well enough, I will be a lot happier on 3-4hr legs.

They have it and are doing some landing gear rigging for me while it’s there. Flew it about 10hrs after those pics and the gaskets were done. Seems to be running well now, tracking the same trend.

Trend stays tracking. Flew a couple local flights and went to KMIC this weekend for a concert, came back Sunday. almost exactly 5.1hrs on the Hobbs and it is down 1qt. Leaning and egt was significantly more consistent across cylinders after replacing the intake gaskets.

Just to confirm, I am as confused as you are, perhaps a hyper local dialect?

Checked it out. Yep orange stripes on the cylinders, so makes sense why the look chrome, they are!

Thanks for having a look folks, I always tell people Mooneyspace is the best collection of people to help you decide what to do when a mechanic doesn't have a definitive answer. I love it when people say just fly it! I will go pull the cowling off later today @PT20J and check if there is orange paint on the cooling fins. I kinda feel like I saw that before, but I never knew that is what that meant.

That’s kind of what the shop here said. They are mainly a flight school and charter shop and the IA said they would just keep running it and pay more attention to those items at at 100hr/annual to make sure nothing is changed. I do oil analysis at every oil change and it’s been great.

It was so easy. I think it took 45min total. Absolutely worth doing and now I get notifications of presentations in the area that would also count towards wings credit.

I’m hoping to finish my instrument this fall. AVEMCO quoted me 10% reduction once I have it. Flying 100hrs in the plane also dropped it 10%. Doing the WINGS basic course(which I did as part of a BFR this year) also dropped it a bit.

I am working in South Dakota for a little over a month before I drop my M20C off at WeepNoMore. Decided since my bird is sitting on the ramp here I might as well have the guys take care of a few things. I noticed blue staining on the intake tube flange and a very occasional lean cyl(1, 2, or 4), so asked them to replace the gaskets. Since they were in there I figured we might as well do a borescope to see if anything stands out. Last 2 annual mechanic didn't do one and been trying to diagnose oil on the belly and about 1qt every 5-6hrs. He found quite a bit of blue buildup in the intake runner from the carb(see pic), hopefully the gaskets sort this out. Attached are the other cyl pics. There is some pooling of oil in cyl 1 and 2. Which makes me think bad rings, thus case pressure. All compressions were 76+/80 at annual in March but I wonder if the oil was interfering. The lower plugs were clean at annual. About 450smoh, but previous owner didn't fly it a whole lot after he did the overhaul(maybe 30hrs/yr for 10yrs). (I am not an engine guy, I just read a lot lol). It gets darker by about 20hrs after oil change. Otherwise the engine runs fantastic, starts very easy, idles great, leans well and doesn't struggle with high CHTs in climb, even in AZ. The guys on the field here said they don't do much engine work, and to find someone more specialized. Any ideas about next steps? Perhaps pull Cyl 1 and 2? Replace rings? Do nothing since the plane is fine and keep up with oil? It will be at WeepNoMore after this for about 1month so have time to decide. Down Cyl1 Down C2 Down C3 Down C4 C2 Piston ex cyl 1 ex cyl 2 ex cyl 3 ex cyl 4 In C1 In C1 seat In C2 In C3 In Cyl 4 Oil in Cyl 1 Oil in Cyl 2 Cyl 1 Up Cyl2 Up Cyl 3 Up Cyl 4 Up

Found a solution today. The Challenger filter fits perfect in the space. Almost TOO perfect. No cutting/grinding of the support bracket required.

This seems like it might be the best option. There is room there to get a grinder in and cut a notch I I think without disconnecting the bracket or cable. The current prop is the original McCauley so this might be a McCauley governor. Will dig into it more tomorrow. Going to try a Challenger oil filter to see if it would be shorter than the tempest/champion 110

So decided to install this Donaldson adapter at annual, currently with my A&P/IA. Adapter is installed with the one bolt replaced with a stud(thanks @Robert Hicks) However when trying to spin on the oil filter the prop governor arm is in the way. Anyone have a solution? Seems maybe this is a non-standard configuration. See pictures attached.

Mine is here. It works well

I'd love a ride in a Comanche 400, the overhaul cost is more than my Mooney is worth.

So being a 1963 POH there isn’t much info on takeoff “settings” beyond 1 page(see attached). Mechanic should be able to sort it out, it’s going in for a few things soon before I’ll be flying anyway. Will be nice having more climb power in summer, though I’ve flown in and out of high altitude airports since I’ve owned it and it’s been great. Goes to show the Mooney is great even if down a few 100rpm.

Thanks for the confirmation all, I had always suspected it seemed low but all operations have been in line and most people with the 63C seem to have the Harzell prop so never found much info. The prop control has always been a little bit finicky to stay in place, and I have had it tightened up a few times and wondering now if somehow when that was done before I owned it, the limitation was changed.

Confirmed by both my old Mooney gauge and the new CGR30P primary engine monitor we put in this year. No other issues really, still get off the ground in around 1000ft, climb performance at Vy is about 750-1100fpm this time of year.

This is at any time, typically full rpm use during takeoff/climb. 2530 is the highest I have seen in the 2yrs I have owned it.

Kind of an off the top of my head question I guess. The POH provides RPM settings up to 2600 RPM. My 63 M20C has the McCauley 2D34C prop, and I generally only see about 2500-2530rpm full forward, this is confirmed with the old Mooney gauge, as well as the new digital one on my CGR30P engine monitor. Is this pretty average or is there some adjustments we could make to get closer to 2600RPM? Higher I would think should help some for takeoff performance.

The gear speed is 120mph but I find about anything over 100mph needs a bit of right knee to get the bar back into the geardown lockblock. Gear up is just a matter of getting it done before going too fast. As others stated carpet and/or Jbar boot can get bunched up and give some grief.

Same here, all occurred when I let the passenger close the door. I just reach across them and make sure it is closed correctly now. They almost never get the top latch in. I don't care if I have to touch their gut or boobs or whatever, better than having it pop open on takeoff and having to come back around.

Sounds good. Maybe I’ll fly over one of these days and we can install it, installation seems straight forward.