M204ever

I have a spare unit pn 750105-00-1 dated 10-18-93 if that works for you.

Warren, I asked Bill Wheat this question years ago. He told me that they build up pressure in the floor area to prevent co concentrations. The main entrance are the flaps linkage cut-outs of the bottom fuselage. Later with the Cs they sealed the floor better. I'd keep it (in the right direction )

Robert, thanks for the insight into the wood wing. I never thought to be able to see a cut view :). Mission impossible...

https://cdn2.hubspot.net/hubfs/4147179/technical_documents/service_bulletins/sbm20-83.pdf?t=1529602539427 this Service Letter SBM20-83 affects the oil cooler deflector sheet. Its not a waste of time to review the support data provided by Mooney from time to time.

Mike, when I renewed the carpet I exactly thought the same, level it... But I learned that you need the heels area to properly touch the pedals, its really different when braking or steering during taxi, you will not like it with the carpet leveled on the M20A. Maybe later Mooneys have higher pedals, I did not check this out.

I have nothing installed . I am averaging 145 with a polished wing.

There is no vernatherm, there is an oil cooler by-pass valve just above the screen housing under the plug of the boss. If you like a vernatherm you need to convert to spin-on oilfilter adapter Get Lycoming SSP 885-2, it gives you all of the information you need to make the change.

Matt nailed it, don't start "try and error". Its always the sum of different "minor" issues that can lead you in serious troubles (I mean in flight, not money-vise). Not that it only improves confidence in the engine, it just makes more fun to operate a healthy powerplant.

Piloto, your explanation fits exactly to the finding we had when a XLR5 has been installed: mic lo was disconnected (corroded) on co-pilot side jack resulting in noisy radio.

Need advise on where to repair Moritz Instruments.

... good time to renew the sealing lip between the dog house and the cowling. We have done the shimmies too, and well, its not a one mans job. Make sure the power controls are disconnected before lifting the engine, need to be readjusted anyway. Take time to check the freedom and proper attachment of hoses and cables/wires in the gearbox area, grounding strap and so on ... After that we got -better cooling -more speed -roll tendency gone

The dog house on my plane is original meaning with cracks and dents. It seals not very properly to the engine. When I replaced the forward rubber seal between the dog house and the cowling I took care that the seal exactly finds the tracks of the curved cowling inlet. It takes some iterations until the seal pressure against the upper cowling is right. Before that I replaced the rubber engine mounts and shimmed accordingly for proper spinner-cowling center alignment. This made a big difference in cooling. No more over 400F in summer takeoffs. It feels much more comfortable now since you do not have to have always an eye on the CHT. Can recommend to yanyone with high CHTs. Oil lines are above the engine, on the cool side of the plenum.

Try this https://groups.yahoo.com/neo/groups/MooneyWoodWings/info

I guess anyone who wants to sell his plane to you will land there within 800' To have your own airplane in front of the door is really best, you will enjoy to be around her all the time. In terms of soft strip, you have to evaluate the surface. Grass is not grass and 2100' is not that much, but a shortbody makes it. Check with other (experienced) pilots on site. Sure, you should practice at an adequate field until you feel safe.

Bonal, like your window "extension". The fin, if GFRP material, covers the ELT antenna, nothing else.

There should be a drop in MP with carb heat applied, except for the carb heat was already unintentionally on (bad sealing in carb heat system). This circumstance may lead to higher EGT as well.

My POH indicates 5-6 kts less if not retracted. Installed manual lever to point approximately down when extended.

There is a need for a hole. The fwd crankshaft seal blows off in case of an engine breather line blockage. It is field experience and it is not smart to ignore.

Hi Avncwby, the Johnson bar lock on your photo: is it the locked position for the knob? I thought there is more clearance there or it is the perspective view.

In poor visibility conditions it may become a life saver. With the PC on you relax.

Yves, the CDI is covered by the radio load (not separately CBed). Unit loads may be on the labels as well.

Apollo, it appears that the engine shock mounts "settled down" and lowering the plenum. Check the engines position. There is an impressive topic within one of the earlier mooney flyer magazines about that. I shimmed the mounts as well after reading it to re-adjust the engines center position within the cowling. Note that the adjustment of the throttle and mixture cable will change, too. And it is advisable to check any interference between the engine and the firewall forward equipment after doing it.

Go with Service Instruction M20-116, .. no structural tests then, and, more important, approved data!

Do not focus too much on the oil temp. Check the pressure relieve valve and find out where the oil disappears. If there is no leak you either burn or drain it. Remember according to Lycoming the engine is still healthy with only 2 quarts of oil.

I had the same problem. The boots or the lines had no leaks! It turned out that one flap was slightly misaligned (half a turn of the outer ball bearing). With w/l off the plane should fly straight and leveled, btw each plane should do this ... Find out where or what the aileron stucks. You might share this experience here as well.