Swingin

Thought I had it sold, didn't happen. Back on the market, $31,000.

I believe it sat from around '06-'10, the owner (second owner at the time) was in deteriorating health. It was hangared in AZ during that time, but it still needed some love when it started flying again (tank reseal, vacuum system, some avionics).

Work is taking me to Asia for a few years, so the plane must go! $34,500 $31.000 (6/12). 1967 M20E - 2,100TTAF, 900STOH. Fresh Annual (Apr 2014). Tanks resealed at Advanced Aircraft, Troutdale OR (2012). No damage history, complete logs. AD Hub w/ ECI. IFR pitot/static (Dec 2013). Avionics: Audio Panel - NARCO CP-135 Comm 1 - NARCO COM-810 Digital Comm 2 - NARCO COM-810 Digital NAV-1 - KNS-80 RNAV/DME NAV-2 - NARCO NAV-122 VOR/LOC-GS XPDR - NARCO AT-150 w/ encoder Digital fuel flow/totalizer - Hoskins CFS-1001A JPI Scanner digital CHT/EGT Mods: Lightweight starter LED landing light New exhaust (2012) New battery (2013) LASAR 100 - Flap Gap Seals LASAR 101 - Aileron Lower Gap Seals LASAR 103B - Brake Wheel Cylinder Rotation LASAR 104 - Dorsal Fin Vertical Seal LASAR 105 - Tail Root Horizontal Fairing I'm the fourth owner, it's been hangared since birth in SoCal, Arizona, and now Utah. Paint is stock but is in great shape, considering the age. Some paint damage on the access panels following the tank reseal in 2012. Interior redone in the 90s. High-time engine, compressions are great and oil samples come back clean though. I run LOP and normally see around 145KTAS at 9.7GPH (ram-air). Located in Brigham City, UT (KBMC). Call Pete at 801-648-9612.

Check your PMs, info sent.

If he's saying the #3 runs hotter than the rest then presumably there is some sort of analyzer installed. The reading he's getting off of #3 could be due to having a gasket-style probe installed on that jug, with bayonet-style probes on the other three. Mine used to have bayonet probes on all four, and at my last annual the mechanic swapped #3 to a gasket-style probe for the analyzer, with the bayonet probe still going to the stock 6-pack analog cluster. My #3 consistently reads 75 degrees hotter now than it ever used to, and that's the only thing that changed. The stock analog gauge still shows in line with the digital readings from the other three jugs though. Had me concerned for a while but after reading up, I've not too worried about it. I would be more concerned about the stuck cowl flaps and the reverse-rigged ram air control. Makes you wonder what else is going on in there.

Commercial, inst, multi-engine land. All courtesy of competency agreement with the FAA through the USAF. Cost me about 30 minutes at the Denver FSDO. I could test for CFII but it involves a written I haven't yet taken (no apparent need). Getting back into GA was seriously challenging. I'm loving it though and it's made me a better military pilot. And the M20E is far and away more complicated to fly than my work plane (stick-rudder, engine management).

Not sure if this is helpful for either of your situations, but the gasket-style probe reads 50-75 degrees hotter than the bayonet style, which it replaced. Again, mine were fine before, all low 300s at cruise. Now just the reading with the new probe is high. If everything else checks out, look at the probes themselves, before getting too deep into the engine itself.

Did some more searching here after I posted (wrong order to do it in, I know) and answered my question. Kindly disregard!

Since my last annual (about 60 flight hours) my #3 CHT has been consistently higher than the other three. The probe on #3 was changed to a gasket style probe during the annual. I've read that the gasket style sensors can read up to 50 degrees off, but seeing 390-430 on #3 is disconcerting. Low 300s on all the rest. I've had the baffling inspected, and it is fine. The EGTs are unchanged from before the annual. Any questions I should be asking or things I should be looking at? Thanks

Great experience there this past winter, both for a full reseal and an annual inspection. I would highly recommend them and will use them again (although hopefully not for a tank reseal!) Also, flying into TTD is fun, especially if you get to come down the gorge. PM me if you have any specific questions about my experience.

It has some damage history from 30+ years ago. (http://report.myairplane.com/). Otherwise it's hard to say from just the ad. No mention of the fuel tanks, that can be very expensive. If you're serious about buying it, a few hundred for an inspection at a Mooney service center will save you many thousands down the road.

I just had my tanks resealed by Greg at Advanced Aircraft in Troutdale, OR (first tank work ever for a '67 E). Fast, professional, and very straightforward about his assessment of what I needed. I would use their services again and I confidently recommend them to anyone.

Arriving for a fuel stop on an XC today, pulled the power back to get to the pattern and it started running rough. #1 EGT was near zero, but worked fine at higher power settings. Pulled the cowl and the #1 intake tube was slightly askew with one bolt missing. Thought it was gone for sure out the cowl flaps, but it was at the bottom of the cowl. Found a mechanic on field to put it back in and check the security of the other 7. Many were loose. He said vibration was a likely culprit, so I'll be balancing my prop soon.

I like the Aerox system. Their cannulas are supposed to be very efficient, and you can fine tune each one for altitude. I live at 4,500' and spend time hiking/skiing each year well above 12K', but I still go on supplemental O2 for flying above 10K' or so, even lower if it's a longer flight. Not because I get hypoxic specifically, but I find that if I don't I'm a little tired for the rest of the day. It's cheap and easy, so why not. I think I ordered mine through Aircraftspruce.com, but that's probably not the only place. Google Aerox for more info.

When I had about 30 hrs on my M20E, I developed a rough idle that would clear out at higher power settings. Difficulty starting sometimes as well. Finally I had enough when the vibration during a reduced-power descent became pronounced. Culprit was that the #2 intake gasket had rotted out and the ensuing vibration caused one of the bolts to back completely off, and I had a massive intake leak as you can imagine. Interesting to know that it's more widespread.

Maybe I put too much faith into this article from MAPA's site, but I follow it as written (by a Mooney test pilot). http://www.mooneypilots.com/mapalog/powersettings.html

Quote: astelmaszek I call BS, essentially, occording to your interpretation of avweb article, it is not possible to breathe and survive above 25,000 without pressure breathing? I'm sure all those who climbed Everest without oxygen would like to disagree. The alveolar sacs is basically a gas exchange mebrane, hence less O2 and more CO2 on the inside of the membrane but still it is a membrane, creating an open system, the pressure will equalize to the ambient pressure of the lungs. The lungs pressure will always be equal to ambient pressure and so will be the pressure inside alveolar sac. The author of the avweb article is using the words 'pressure' and/or 'concentration', interchangably and they are not. The oxygen diffuses thru osmosis like mechanism with hemoglobin, it depends on concentration not pressure. Plenty of videos of Acclaims on youtube at 25,000 doing just fine ;-)

I have a new exhaust system and I'm seeing lower than expected CHT values now. While having an engine analyzer is nice, I think it makes me somewhat of a hypochondriac when it comes to my plane! At least I learn a lot from it, especially when I ask questions here. Here are the CHT values I was seeing today in the radar pattern at 6K' MSL, WOT 2500 RPM, 50 ROP, and cowl flaps closed: #1 290 #2 190 #3 190 #4 320. Does it mean anything that 2 and 3 rarely get much above 200, even in the climb? OAT today probably 35F. edit: I have a cowl enclosure mod, not a full 'J' cowl but it closes off the bottom opening to the spinner.

Quote: xftrplt

Quote: xftrplt I hate to sound curmudgeonly, but I think flying a Mooney into the Flight Levels is, for most people, playing with fire. Our O2 equipment is primitive (laughable by military/airline standards); and, I suspect most pilots haven't had altitude training (not to mention recurrent chamber rides). And how quickly could you get down with, say, an inflight fire? There's also the temptation to top wx you shouldn't be overflying--with no escape route. The USAF--with full masks and diluter-demand/100% O2 equipment maintained by pros and tested before each flight--restricts unpressurized flight to FL250, as do Part 121 regs for air carriers. And this is for equipment that can generate descent rates greater than 4000 FPM. I've never been accused of excessive caution in aviation matters, but I believe this is an area that warrants considerable trepidation. Scott(fromiowa) put it best with his laconic post: No thank you. Happy New Year.

Wow! I never even considered the ceiling of my M20E before. Wonder what time-to-climb was. Having done the altitude chamber a few times, my hypoxia onset in the low 20s is gradual yet noticeable, and ideally you'd notice in time to descend or fix your O2 problem. What's the highest you've had your NA Mooney? 15.5 here.

Thanks for the replies. Is 10GPH like Parker sees pretty common? I get right at 8.9 at altitude, I'd be happy with 10 down low. As for the concern, I appreciate it but I'll be fine. Commercial, multi, instrument, and I fly something else for a living. I'm just in the unique position of having never flown a Mooney at or near sea level based on where I live.

I will be taking a trip soon and the prevailing weather along the last 100nm or so this time of year may require me down between 1,500' and 2,500'MSL. The lowest I've ever cruised at was 8,500', and my home field elevation is 4,500', so I'm actually not sure where to run the engine if I'm cruising that low. Would wide-open, full rich, and 2500RPM get the job done? Any way to run more efficiently down low? I'm in an M20E and normally run LOP at altitude... Thanks in advance for answers to what's probably a pretty simple question.

Mags checked good on the ground for both legs @ 1700RPM. CHTs were normal for all phases of flight. Shadrach: What would you recommend running instead of 50LOP, and why? Cruiser: EGTs are within 20 of each other. #3 peaks last so that's what I set LOP off of. #4 is always about 10 degrees cooler when LOP.

So today I'm flying back from visiting relatives in my '67 M20E. I can count the number of times on one hand that I've cruised anywhere below 10,000' MSL, but today I had to go for about 30 minutes under low overcast deck before it broke up enough to climb through VFR. While low (~2,500' MSL) I ran the mixture to keep my EGTs between 1200-1300, which is where I keep them for climb (usually low 1200s). Once I found a hole, I popped up to 8,500', then leaned for cruise. Normally I run 50-degrees LOP, set off of the #3, which is the last to peak in my plane. 50 LOP usually ends up around 1390 or 1400. #4 sits about 10-degrees colder while LOP, all of the time. Today though, #4 wouldn't get below 1450 unless I was well ROP, and it even peaked above 1500, which I've never seen from any of them. Also it didn't behave normally, it would heat up a little bit even if I kept leaning, and never cool below 1400, no matter how lean I took it, until it started to stumble. It spooked me enough to run 100-ROP for the rest of the leg, at the expense of about another 3.5GPH. Took off again for the second leg, and managed to get #4 steady at 1420, still 30 hotter than my normally last-to-peak cylinder. After about 30 minutes of flight though it ticked back to 1380 and stayed there, at 8.9GPH, for the next 4.0 hours, just like normal. No further problems noted at all. Any thoughts on this, or what could cause a cylinder to burn hot and not behave normally with respect to mixture control?