Shadrach

I did that on #3 where the barrel doesn’t have fins.

I have, but even if they were, the high cht is definitely new regardless of whether the cylinder numbers are incorrect. Although it might explain why removing debris from #3 resulted caused #1 to return to normal. I’ll double check the next time I’m at the drome

I tried Velcro on the center piece that sits under the Jbar. It was a waste of time.

That is a reasoned response. I installed a new JPI in between flights so it’s not the box. I will investigate further.

If I did not have an engine monitor, it would likely still be there

Had the same at the same time. Not the first time this week.

1967 F with stock cowl. This setup has traditionally been very cool with #1 and #4 being the coolest cylinders in both climb and cruise. For #1 and #4, Climb temps are usually <335° even at Vy and <300° in cruise. In the winter I except cruise CHTs in the mid 280° to low 290° range. Several weeks ago on a local flight I noticed #1 was pushing 340° and #4 was above 360° before reaching pattern altitude. I thought perhaps it was the warm OAT so I dropped the nose for cruise climb of 130mph. Passing through 5k I was struggling to keep #4 under 370°. I returned to base immediately thinking maybe the baffle seal was flipped in the wrong direction. On the ground, I determined that everything was installed as it should be. I second-guessed myself and departed again. Once again, I aborted the flight due to climb temps and returned to base. After decowling the airplane I found that an oily piece of Scotch-Brite pad had been ingested into the cowl and had wedged between the #4 cylinder barrel and the rear baffle wall. I took off again and found #1 was back to normal (odd) but #4 was still running hotter than normal in cruise climb but less so 355-360. In cruise it settles down into the 320s. #4 EGT is in the mid to low 1200s which is higher than I’d like but should be rich enough and is close to where it’s always been. We verified the injector was clean but soaked it in Hoppes for 10 mins just to be sure. All internal baffle seals are installed as they should be and everything looks normal. Subsequent flights continue to produce higher than normal climb cht on #4. I know that none of these temperatures are concerning. However, something has changed and I don’t like that. I have always appreciated that I was able to conduct sustained, maximum performance climbs without worry of overheating. A luxury that I do not have under the current circumstances. Does anyone have any idea about what might be cause high climb CHT on a single cylinder? I’m at a loss.

A common characteristic of a general aviation vacation!

An aero engine should easily be able sustain flight for long periods of time on a single point of ignition. The marginally hotter EGT should have little to no effect on the stack. Even under single mag operation, the EGTs of an 8.7:1CR, IO360 are less than most low compression engines. There is a possibility that this exhaust was on it's way out and the increased temp hastened its demise, but I think that's unlikely. My biggest concern is the condition the rest of the exhaust system.

I caught it with a short file final GUMPS check. I still shudder to think of the outcome had I not done that. My SOP is to do a final gear check on short final. I take my hand off the throttle and grab the Johnson bar tug the handle down to ensure it’s seated and locked. You can imagine my surprise when I found that the Johnson bar was not in the down lock. The distraction was caused by tower incessantly, calling turbine traffic that really wasn’t a factor (it was a Malibu.) Tower called me as I was approaching abeam the numbers on downwind. They continued to call traffic as I flew a pretty tight pattern. One thing they didn’t do was make any reference to the fact that my gear weren’t down which should’ve been obvious given the position of the tower. The only thing that saved me was the rote procedure of grabbing the gear on short final. Had I also had a passenger in the left seat, asking questions and providing additional distractions, things could’ve gone worse.

Unlikely that the crack happened all on one flight. That pipe looks thin. Might be time for a new exhaust.

I noticed when installing new carpets that if one of the screws around the selector trim were to back out a few turns that it could interfere with the switch.

Yeah mine is in the pilots side footwell. Doesn't pose a problem for us.

I’ve heard that but it never squared with me because my dad who might have been 5’5” at his tallest is a three time Mooney owner and has never complained about the selector. It must be a dimensional issue where some combinations of arm and torso length make it challenging.

Never happened from switching tanks too slowly. I’ve had it quit when I missed the fuel pressure needle falter when running a tank dry. It’s never been a problem. Do all Mooneys have fuel selectors located in the same place? I’ve never understood the difficulty with manipulating the switch.

The above are just some of the "interesting" examples. By the way, Sam Briton (middle) was relieved of their position after "they" were charge with theft stemming from three different incidents in three different states, two grand larceny and one felony theft. A Tanzanian Fashion designer saw photos of Sam at a high profile event wearing a bespoke outfit that was stolen from her at the KIAD baggage claim. Tyler Cherry has deleted all of his tweets which showcased some very controversial, extremist views about policing, race, and Israel. Rachel Levine has done a good job of avoiding such controversies so "she" can focus on the important work of normalizing surgical and drug interventions for minors with gender dysphoria. There are agenda driven activists in many other areas of government' but none so colorful as the ones that you've showcased. I would much rather the courts interpret legislation rather than the appointed bureaucrats interpreting the limits of the statutes that they are charged with enforcing.

No doubt its hard to get on the schedule in many parts of the country but I am not sure that is a used/new thing. It's likely more the scope of the upgrade (which is obviously mostly new boxes). That being said, I have always been under the impression that the margins on yellow tagged equipment were as good or in may cases, better than new.

Exactly! Legislation should be purpose driven and crafted with sufficient specificity so as to leave minimal room for broad interpretations.

All of the installers in my area sell used equipment and are happy it install it for the buyer. It’s just an intercom. It’s not like it has unreported accidents and skipped oil changes. It’s a solid state piece of electronic equipment, it should be pretty easy to diagnose on the bench.

Interesting way of reading two rulings that: 1) Limit the ability of federal agencies’ to reinterpret/expand a federal statue beyond what the statute actually says. And 2) Allow for a jury trial in instances where a federal agency seeks to impose a civil financial penalty for a violation. Perhaps you’re a lawyer… It takes some creative interpretation to view these two rulings as a way for local governments to rewrite statutes in the local courts. Can you expand on how you came to this conclusion? Removing the ability of federal agencies’ to reinterpret and expand statutes does not mean that the courts will now have the right to do the same. The judiciary is not supposed to be in the business of legislation and neither are federal agencies. I’m glad that the Supreme Court has put a stop to the abuses of the latter.

@Huckster79 here is the gear system schematic. Might help to get your head around it ahead of disassembly. Something weird is going on with the down lock switch or the wiring. Try pulling the ram air on the ground to see if the warning light comes on.

I’ve never had a gear up, but I came close enough once to understand how it happens. All it takes is the right distraction at the wrong time. It’s amazing what your brain can tune out.

The down lock is what drives the green/red annunciators. He had a green light , so the down lock switch is working.

I’m sure there’s an IPC available in the download section. here’s a stack from a 64 model. Not sure if it’s the same.

It’s not an engine issue. The problem is with the fuel system components associated with the airframe. In the case of Peterson they were able to overcome vapor lock issues. However, I suspect they did so by increasing the fuel pressure. This caused problems at the carburetor. Peterson explored an STC for both the M20 and the PA24. At the end of the day, they could not make mogas meet the performance requirements in those applications.