Shadrach

I am not a fan of flooding an aircraft engine (intentional or otherwise). Back in the 80s, I saw my Dad intentional flood the engine after two failed hot start attempts. The plane caught fire as he was cranking. Luckily he persisted and the engine started. Flames shot out both cowl flaps as the prop wash filled the nacelle with air. No damage save for some melting on part of the ram air cable sheath. Had the plane not started, I am sure the damage would have been worse. A few years ago a Stearman on our field suffered a similar fate during a flooded start. It also started but sustained enough damage to ground the airplane until repairs could be completed.

And that's for an O320. I know of several O360s with full rich, take off fuel flows in the same 16GPH range and EGTs in the mid to high 1400s. Predictably, CHTs are high. Holding CHTs under 450 can be a challenge never mind 400. I've mentioned it here before and it prompts a steady chorus of "raw EGT numbers don't matter"...

N9223V has a current registration but no recent flight history.

Nice… Especially with a ground crew standing by to deal with any fires. I have seen Mooneys catch fire during a flooded starts.

If you’re running the pump at idle cut off, I don’t think it matters much how long you run it as the fuel is being circulating from the servo back to the tank.

I see what you’re saying. However, it sort of comes off like your saying that a 165lb increase in MGW is a performance disadvantage. It’s not. It would be if it came with a 165lb increase in empty weight. In reality all 200hp Mooneys will have very similar climb rates at the same weight. If I could get the 160lb increase to 2900lb that the te J models have, I would do it. It would not change climb performance of my plane, it would merely expand loading envelope and give me a UL of 1220lbs.

Whether "correct" or not, they are preferable to the take off FF I have seen on other C models.

My experience with the C,D and G models is that take off and climb CHTs have minimal margin on at least one cylinder or more. I would not do anything to reduce that margin. Better scavenging increases the cylinder's volumetric efficiency. It will take in more air and make more power. How much I don't know. Anecdotally, back when I used to rent C172s, we had a 67 H model with an O300 (145hp) and power flow exhaust with a big ugly megaphone aft of the collector. It would climb with the O320 (160hp) birds no problem. I preferred the power flowed, little continental six to the Lycoming fours by a large margin.

I’ve used this broker for 20 years. In 2003 I checked out in my M20F with just 210hrs total time. I think they required 10hrs of dual and 5 hours solo before passengers. Insurance was $950 a year. Todays market is different indeed. We’re paying double that with over 1000 in type. check out https://air-pros.com. They may have a better option.

Modern Fiats are far more reliable than their reputation suggests. Same can be said for BMW save for the judicious use of plastic under the hood that gets brittle and breaks with heat and time. In my experience the weak point on any modern drivetrain is the emissions system.

Certified max gross weight is not a very useful comparison with regards to climb performance. I believe the difference in airframe weight between a short body and a mid body is ~20lbs. The empty weight of my F is currently 1680lbs (1060ul). What does your E weigh?

Mine were done in the 90s. The new drain looks properly located and installed though we can only see the outside. It is clearly leaking, but that may simply be the o-ring on the drain that seals it against the mounting plate but as Rich mentions above is more likely coming through the rivet. You will need to have SB M20 188A completed on the tank with the old style flush drain. As an aside, there is no need to slop sealant on the old patch the way it was done on your plane. The patch is visible on mine but the rivets are clean. The patch is sealed from the inside. Sealant has very little effect when applied externally. We filled the external void under the patch with clear RTV.

Wow, 1525lb empty weight! That is a light airplane. That has to be fun to fly with just a pilot and a few hours of fuel. My plane feels distinctively more agile at weights of 2100lbs and below. given yours is 155lbs lighter, I am sure that it's eager in climb and will land quite short when needed.

I don't think there is much if any movement between tire and tube unless operated at pressures below spec.

I installed a used tube (airstop) once in a pinch over a weekend. After several months of service, my motivation to install the new tube faded to zero. I have the brand new Airstop I was to replace it with in a sealed bag in my on board too kit. That was almost 5 years ago.

Absolutely true. On the other hand, even with good speed management, Mooneys have a propensity to skid during braking due to the lift created in ground effect. This is exacerbated when there is standing water on the runway. The tread on our aircraft tires is meager but I notice a significant difference in wet braking performance between old and new tires. I rarely use brakes above taxi speed but I got a wakeup call going into an unfamiliar 2600' strip near Buffalo New York on a very wet day. Less than stellar approach on a cold and rainy December day with lots of standing water was an attention getter. Still had plenty of margin, but not because I was getting expected braking performance.

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?