Shadrach

This is a rare case where I think you have nothing to lose by putting the plane on the scales. There are likely so many errors in the paperwork (both calculated and potentially from the weighing procedure) that the risk of a new miscalculation is mitigated by the current W&B. Your E is supposedly 90lbs heavier than my F and I still have a generator and some other items that could be removed.

One of the recurring attitudes I’ve observed from pilots that regularly fly over gross is that they’re confident that “everyone is doing it” so it’s normal and completely ok. Seems to work out most of the time…

Burning no oil is a red flag. Burning 1qt an hour is a red flag. Doing both but at different power settings does not make one cancel out the other. If indeed this is how your engine is performing, there is something wrong beyond where you set the knobs.

Post some picture please. The 50 year old insulation that I pulled out of my always hangared F was anything but impressive.

3M 08987 Adhesive remover

Sounds like you got off lucky. One of the issues with loose fiberglass is that though it will not absorb moisture, it will hold it in place. If a family of rodents build a nest in the vicinity of a steel tube and start doing their business, it will cause corrosion. I am not a fan of fiberglass in airplanes because it is an attractive building material for rodents. Even when backed or sandwiched, they can break it down into useable nesting material. I prefer closed cell vinyl nitrile foam because in addition to having reasonable thermal insulation qualities it dampens noise, vibration and harshness in a way that fiberglass does not.

I don’t think it’s the same material. Closed cell vinyl nitrile foam does not absorb moisture.

Are you speaking from personal experience or is this something you’ve read? Your comment contradicts my first hand experience. We installed super soundproofing in 2009 and it has not changed texture since installed. I still have a partial roll in my uninsulated hangar. Still pliable with adhesive backing intact. We’re in the mid Atlantic where it has been seasonally subjected to temps as low as 2°F and as hot 100°F. The 1/2” adhesive weighs .737lbs per linear foot (12”X48”). I bought 9 linear feet at a total of 6.33lbs and had ove a foot left over. After weighing what was removed (we made roof panels with it as well) we actually lost a little weight (oz not pounds).

I have an M20F at Hagerstown and would be happy to let you check it out and get some right seat time. There’s also a share in an M20E partnership for sale at HGR as well but it’s only being advertised locally. Might be able to give it a look. Are you planning on basing at KFME?

For S’s and G’s I’ve rolled an airplane with the PNF holding a beverage. Perfect 1G not needed, just positive G throughout the maneuver. Pouring while you’re doing it would be a “wholenother” thing.

https://www.aircraftspruce.com/catalog/appages/soundproofinstall.php

Just a data point. I have a pre Hartzell Skytec that's been in service for 15 years. It started to get tired and noisy about 5 years ago. I replaced the battery which had no affect on performance, so I sent it to Hartzell. To mine and Hartzell's surprise is had been operating with a broken shear pin for nearly a year. They installed a new pin and sent it back gratis. I traced the shear to a kick back that occurred at Republic Airport. Sure glad it continued to operate (though I don't know why).

I have never seen a roll rate published for the Mooney but I would guess somewhere between 45° and 60°/sec depending on model and loading. 60° nose up is a lot. As slow as the Mooney rolls, I don't think it would take that much initial pitch to roll out on altitude without without exceeding 1 g. I say this because I've done aileron rolls in two airplanes with lousy roll rates, the Stearman N2S and a C150 Aerobat. I only flew each of these aircraft only once, but they both had very modest roll rates for aerobatic aircraft (I'd guess similar or even less than my Mooney). I recall using ~25°-30° in both. I checked the Aerobat manual which specifies 10-15° but I know we used considerably more than that.

I went to an airshow last summer where there was an Edge 540 putting on a routine that made me want to puke just watching. It wasn’t graceful and it wasn’t pretty to watch. The most impressive thing about it was that the pilot was able to maintain consciousness and not shower the cockpit with the contents of his stomach.

Being hyper vigilant about passenger comfort came late to me. I learned to fly in my early twenties and the flying culture within the young instructor community was not the best in the late 90s. Flying flapless tail draggers made me better at drag and energy management, but I realized that I had started horseing my F model around in the pattern like a Decathlon. The airframe handles it just fine but passengers not so much.

I enjoy positive G aerobatics in appropriately rated aircraft. The rolls in the video were suboptimal (especially the second) to put it nicely. He either pulled too hard at the 180° mark or didn’t adequately pitch up st the start of the roll. He rolled out nose low and was likely accelerating rapidly when he began to arrest the descent. Posting a video of yourself doing something illegal is bad. Posting a video of yourself doing something illegal and at a minimum level of skill is worse. It is a slick airframe for sure which makes it unforgiving. All the more reason for someone with minimum skills not to roll a Mooney much less film it. Performing aerobatics in a standard category aircraft is sort of like the tasteless “riding a moped” joke. It might be fun while doing it but you don’t want anyone to see you.

Agreed, but given that he had power and was getting feedback through the speakers, one can discern that the master relay was closing and was not the reason for the starting problem.

Hmmm. I would have guessed that the starter solenoid would remain on the firewall. Putting it in the fuselage would needlessly create a mess of wire.

This you???

I'm pretty sure that he is referring to the "solenoid" located the firewall which is completely separate from the starter. The starter switch energizes the "solenoid" which closes a circuit and activates the starter. Easy and inexpensive to replace. https://www.aviationpartsinc.com/product/lamar-starter-solenoid-faa-pma/

Something odd is going on for sure. From your post it appears to be more than just the power setting. Poor performance and excessive oil consumption suggest that there is more to the story than mixture/power setting.

If it started after tapping the solenoid (relay), my guess is that it is flaking out when heat soaked.

In case of oil cooler performance, IAS is more useful that TAS. The original post is odd though. Maybe the “74” was simply a typo. Using the numbers given his TAS is in the mid 130s which is slow to very slow for any M20 airframe depending on whether in mph or KTS. There must be more to this story.

Good practice indeed. I try to catch the tanks at the first hint of a fuel pressure drop. I find the system will fluctuate quite a bit before the fan stops turning. That isn’t to say that I haven’t missed it before. I don’t have much experience with Aircraft turbos. I’m guessing there’s some advantage to not touching the throttle while leaning to LOP. Most of the reading I’ve done about operating big radios suggest that they lean first and then add MP back with a throttle. i’ve done a lot of experimenting IO360 at low altitude, high power LOP settings. Even under those conditions you’d be hard-pressed to heat it in under 20 seconds except for on the hottest days.

I’ll take for granted that you’ve already swapped the plugs around or replaced them and are still having the same problem. The reason I say is because an ignition system that is operating suboptimally will collect lead. So then it becomes a chicken or the egg proposition. I can tell you that I have owned and operated an IO360 with massive plugs for over 20 years. Lead it’s never been a problem. I have to clean them at annual of course but the few failed mag checks I’ve had were never caused by lead fouling.