Oklahoma Mooney

Ok thanks

Possibly relocating to the Tampa area and looking for AP/IA recommendations for my vintage Mooney (M20D). Closest I've found from the forum search is Phil Jimenez in AVO.

I've had success over the years with Rudy's. Quick turn times and if there is any issue after overhaul they'll usually re-work it. They seem to stand by their work.

Thank you for the reply. I spoke to the folks at New Horizons Ignition (Maggie Harnesses) and I sent them my old harness to be sure that the new one will be built to the right specs. They are great to work with. Be advised their website is being overhauled so it makes it seem like they are out of business but they are very much still active and the website should be up soon.

UPDATE: Wringing out the ignition harness we did find 2 leads that failed the test. We checked mag timing and the left mag was 1/2 degree less than right so we adjusted it to match at 25 degrees. I ordered a Kelly harness with the elbow but was disappointed to find that the elbows are NOT low profile, and have a second nut after the bend that will not work with my cooling doghouse. My current harness (Aero-Lite Skytronics) have the 90 degree elbows (brass I think) to be able to fit in the doghouse. Maggie harnesses are available with elbows but would a standard harness work and make the bends?

Thank you for the input, I will try that.

Thank you for the information, that makes sense. I'll have my A&P check it.

Appreciate advice on this. I have an O-360 (M20D) that normal runs great. During the Annual (25hrs ago) I had both mags (Bendix) inspected and IRAN'd. The first 18 hours the mag checks were great, dropping about 50 - 70 RPM on either mag, smooth. With my most recent flights the best I can manage is about 110 drop on each mag and a slight occasional miss / stumble on either mag, When flying It seems like it just doesn't run quite as smooth anymore. Still making power /speed numbers. I've checked the mags in the air and same drops as above. I have chrome cylinders so they are more prone to oil fouling but normally things can be cleaned up with typical procedures etc. This is not the case anymore. I pulled the plugs today (they were in pretty good condition) and switched to Tempest fine wires, hoping that would solve the issue, but there was exactly ZERO change during initial runup. It may be worth noting that after flying and taxi in on previous flights, mag checks before shutdown are good and smooth with around 70 per side drop. My thought is to have the timing checked and wring out the ignition harness, but any other input would be great. Thanks

Thanks guys, that solves the mystery.

Can anyone tell me what this feature is on the right side of the nose gear assembly (1963 M20D converted to retract) and why later models don't have it? Thank you.

Will do, thank you

Thank you everyone for your excellent comments. As an update, I went to the aircraft today and 1) Checked the fuel vents = clear 2) Looked around the airbox for blue stains or evidence of leaks = Dry, no stains. 3) Looked at the fuel line in the cockpit from wheel well to firewall = no leaks. 4) opened the left lower (chin) panel and looked at the fuel pump, and fuel lines = totally dry, no blue stains. 5) looked at the fuel selector lines = all dry. 6) looked carefully at the gascolator and did see some old blue stains near the sump and bottom. I flew the aircraft and again, no issues and when I returned the bowl was full, no obvious leaks. I did note that the the gascolator in my D model is higher than the electric fuel pump, fuel selector, and the wing tank pickups. My current theory is that a leak or bad gaskets (as 47U pointed out) in the gascolator is letting a small amount of air in and it's allowing the fuel to backflow toward the fuel pump and line to carb. I will continue to monitor it and will have the gascolator repaired / replaced at annual (soon). Thanks again everyone

Thanks for the input I will check the around the airbox and carb for signs of fuel staining.

That is awesome detail, thank you very much. I will look at the areas described. I was thinking of upgrading to the Steve's gascolator at annual, thoughts??

I recently purchased a 1963 M20D (Converted to retract) and have flown it a few hours. On a recent pre-flight I noticed the gascolator in the nose wheel well (original glass sump) was empty. I made sure the fuel selector was on, even ran the fuel pump, and it would not fill. I opened the gas caps thinking maybe there was a venting problem but no joy. Finally I started the engine to see if it would draw fuel, it started first blade. Engine made power ran up fine. I shut down and checked the gascolator and it was full of fuel. After sitting for a day I checked it again and to my surprise gascolator was empty again. There is no evidence of a leak I can see or smell, but I haven't opened the belly yet. There are only two variables from when I first purchased the aircraft. 1) The aircraft was purchased with full fuel tanks, and now there is about 7 gallons per side on. 2) It has been colder in the evenings (down to 30's). Can the fuel flow backward into the tanks and be drawn out of the gascolator making it empty? Any input is appreciated.