Shadrach

I would run away from this mechanic. Any maintenance professional that believes that breaking the torque on through bolts to remove and re-install a jug presents less risk/liability than doing a simple “rope trick” to ream a guide, is a moron. I can’t imagine any competent mx professional holding that view.

@Bryan G As promised, here are some quick images that I took of the covered interior trim.

One last comment on this unrelated topic. Consider that the reason Lycoming recommends full Rich operations during Taxi is for CHT management during low airflow operations. There are different choices for managing CHT with the mixture. I don’t know what’s going on during the run up in the photo below, but I’d not be excited to take the runway and begin a takeoff/climb with CHTs in that range.

Sorry If I was clumsy in my wording. By “run just fine”, I mean an IO360 being ground run at full rich runs no risk of fouling plugs from the composition of the idle mixture if the idle mixture is properly set. Mike Busch has to give advice to a wide spectrum of operators. Log runner intake Continentals run rich from back to front because of occult fuel migration from one cylinder to the next. Good idea to lean those on the ground, especially if they don’t have GAMIs. I’m not saying there is anything wrong with ground leaning an injected, angle valve, Lycoming; it’s good standard practice, but not because they are at risk of lead fouling from an overly rich mixture. Furthermore, sending someone down a potential SOP/maintenance rabbit hole over ground leaning is white noise in a thread like this.

Sometimes it’s good to have an explanation even if it’s a bit of a long shot. The fuel pick ups are about a 1.5” above the tanks low point near the aft tank wall. For the scenario you were given to happen, the tank would need a pretty significant amount of water to displace the 2.5gals of unusable fuel and flow upward to the fuel pick ups while in the nose down position.

@gevertex After reading this thread, I would suggest you make a list of real, verifiable symptoms. Then go after those. Let the inconsequential/superficial stuff go for now. These threads can get carried away sometimes and you can quickly find yourself looking at an “internet overhaul” before you know it. There have been legitimate issues with Jewell’s services lately. However, your situation is yours and yours alone. Stick to solving the tangible problems and for now, avoid speculating about all of the potential unknowns.

Those are rather warm CHTs for a run up. If you are leaned out for run up, expect larger mag drops and rougher running.

This not true for injected Lycomings. It’s fine to do it and is best practice for carbureted aircraft where poor fuel distribution at idle can foul plugs. However, an IO360 should operate beautifully on the ground at full rich unless at high DAs. If it doesn’t, the idle mixture is improperly set.

1 qt in 10hrs is an excellent oil usage number and is actually on the low side for chrome cylinders. Chrome cylinders are not honed. I doubt Jewel is doing barrel work to chrome cylinders.

A word of caution to those (likely you @Vance Harral) with Mooneys that have Medeco "cam locks' installed as door and baggage door locks. It is possible unlock and open a locked cabin door, without completely unlocking it. This leaves the lock in a sort of limbo state where, upon closing and latching, the lock may engage without pilot input. It has happened twice in our 67F. Once in the 80s when I was a kid and once about 20 years ago when I was fairly new to Mooney flying (lesson learned). Both instances required assistance from bystanders. Both times were at uncontrolled airports. Once in the dead of an east coast summer and the other in the dead of an east coast winter. It took between 20 minutes and an hour to flag down help. No baggage door release cable at the time.

Some just gently float back to earth landing in residential neighborhoods. He had a sophisticated AP, he had a "level button" and he had a chute. He need to use all three to avoid death. I suspect that if the level function had throttle control, he would not have needed the chute. I would imagine that all of the instruments that reference static pressure would display a momentary adjustment which may have been disorienting. However, attitude information should not have been affected. I was not there but this strikes me as someone who was not really prepared to conduct the kind of mission they were embarking upon. https://planecrashmap.com/plane/md/N213CP/

The trim over my baggage door hatch is fabric covered foam. I punched a small hole for the wire to pass through but none of the grommets I’ve used have stayed in place. It’s upholstered with Ultrasuede, so I haven’t had much luck getting placard‘s to stick either. Minor problems but I would like for it to be passenger friendly and right now I don’t feel like it is.

It's not a big deal. In my experience, if the door is unlatched the slipstream holds it just outside the door frame.

Oh and before anyone says it. Yes the side door can be closed in flight if it "Pops" in flight. This has never happened to me, but I once closed the door on a tail piece of the unoccupied passenger seatbelt. This was before EFBs when flight bags were larger and I was a bit smaller. The flight bag hid the belt tail from view. I simply paused the climb at 2000msl and slowed to 100MIAS. No problem

The lock provides very little mechanical security to the latch, but locking it does make you focus on latch ensuring its closure. Not sure if it can be locked with the latch in the open position. One thing that is nice about having an emergency pull is that the cable will move with the latch position. Eric could probably verify latch position by glancing at the pull; if not, it would be easy to mark the cable for reference. I am ashamed to say that I have had two baggage door pops in 20+ years of Mooney flying. Both failures were due to pilot distraction during preflight.

I have the same set up but your hardware looks nicer. I am now going to redesign my set up. Anything that you would do differently?

Oddly, he did not mention that they would have matched the price. I think he understandably wanted to put it to bed and move on... The other vendor delivered several days ahead of my Spruce order even though they were farther away and ordered on the same day within a few minutes of one another...at a price that was considerable less. I would have paid a bit more to buy from spruce but not double. The disparity still exists.

Have you emailed customer service? I completed an Aircraft Spruce, post order, customer satisfaction survey back in 2020. I highlighted some issues that I had had with pick and pack times, partial order fulfillment, shipping and pricing that I thought was ridiculously above market. To my surprise, within a business day or so, Jim Irwin the CEO sent me a personal email detailing the external challenges that led to my frustration. This was in March of 2020 when supply and delivery chains were strained. We had a cordial, multi email exchange that left me with a greater understanding of the challenges of managing shipments from multiple locations in different time zones with unpredictable shipping partners. It left him with the knowledge that that Spruce's pricing on RG400 was considerably higher than alternative sources (by as much as 100%), something he did not believe at the outset. He struck me as very reasonable and customer focused.

Mobile and Aeroshell?...Don't tell me there's been another merger that I've not heard about?

22 is easier to work with. However, I have found that is separates from the thickener faster than SHC100. I kept my 22 in the fridge with hopes that it would prolong its shelf life but it did not seem to help. I have had the SHC longer and it is still in suspension. In general, my problem is that I just cant use grease fast enough or in sufficient quantity to consume it before it goes bad. Fingers crossed, SHC100 is still in good shape after four years.

I would check the mag and hold down nuts as well.

The only modern BMW single that I know of had a water cooled Rotax 650. Not what I would call powerful at -50hp but likely made better torque numbers over a wider range than its competitors.

Yes, any assembly issues typically show up in the first 100hrs, which could include case fretting. Inspect the parting flange (where the case halves meet) on the underside of the engine.

A slight accumulation around cylinder bases is not uncommon. However, the river running down the exhaust pipe is concerning. I would start with a check of the area around the base of the oil filler neck and prop governor.

Yikes…and I used to bitch about Camp David being in my back yard. Sharing airspace is an inconvenience. Sharing an airport sounds like a mess.