Bolter

Not to belittle @Gary D, but if he is asking about what to look for this close to an impending purchase, he is not ready to self-inspect a Mooney. While it is all screwdrivers and wrenches to get to these places, knowing in advance where to go is a skill set, even if you have a list of things to look at in front of you. For example, is it old 4-disk generation landing ger pucks on there since new, or the later 3-puck generation? Most of us know the difference, but a new to Mooney person would not. That was intended as an easy example. Other things are more challenging. Finding a good pre-buy check list to provide the pre-buy shop is the best thing you can do at this stage. And observe and learn from it to be ready for the next one, or be ready for your first annual. Several lists are on this site. It was not clear to me in the OP if the pre-buy shop is the seller. This is always a concern, and should be avoided. -dan

Just don't turn on the A/C and stay out of icing conditions, and you can carry more fuel :-)

I have had only had zero leak heaters in my Mooney's when the system is maintained. Running ROP and LOP. I base this on the CO levels not changing with or without heater turned on. I should note that when running LOP, I get 0 ppm CO in the cabin. When running ROP, I get values that vary from 10 to 50 ppm CO, sensitive to climb angle and other variables. Being downstream of another plane on the ramp can give some of the higher readings as their exhaust drifts down the ramp and through my open doors. I realized this when I was getting a high reading, and not yet running the engine, one day. I recently found my door seal was leaking a little, as the cause of slighlty elevated cabin CO when on the ground. Sensorcon AV8 clipped to my kneeboard.

You do not specify which Mooney it is, which can influence some finer details, but generally the answers will be the same. I think in all Mooney's, dropping to the 25-25 is considered antiquated technique with some suggesting it is an old wives tale dating back to round engines. I know the best technique for a IO 360 (like a J) is full power until cruising altitude, with mixture tweaking along the way. If you are going to pattern, then full power until pattern, and transitioning to pattern power levels. 25-25 in climb is giving up power that gets you to a safer altitude. The engine quitting at the power change may also be significant. -dan

Time for an update on Sensorcon battery life. Today, the battery low indicator came on. This is 294 days or about 7000 hours since my last update. I estimate the battery lasted at least 12,000 hours. Not a big deal, but takes some pressure off when forgetting to turn it off after a flight. -dan

Option 2 was just to be complete, without exploring the intent for the choice. For a while I maintained both in order to keep Canada and +18k altitude options. Never exercised either, so I just let the class 3 lapse.

I was not expecting such a consistent even split between BASIC Med and conventional medicals. The total population of the poll grows, and remains at 50/50. Perhaps more commerically active pilots on here than I expected. I believe you can act as CFI/CFII under Basic Med.

Curious of how many of us moved to Basic Med. Started a poll:

Without commercial flight ambitions, the reduced potential for issues over time was a big motivator. The big limitations do not bother me, I never fly over 18k and Mooney only has 4 seats. It took some time to find a doctor, but once the rhythm was established, it was not an issue. I miss that I cannot fly to nearby Canada, technically, and hope they accept Basic Med in the future.

How many of us are using Basic Med? Very interested in the details, as well. Post to share your ease or difficulty in getting it regrets or satisfaction your motivation in converting

AOPA's Basicmed website is helpful for this. They will send reminders (if you request it) as well as give you the required training and forms.

AA48109-2 From Tempest site for Cessna 340 with the same NB engine.

You specify EGT but did not comment on CHT. CHT values are absolute, where EGT is really about relative values, such as degrees from peak or watching a trend on a given cylinder. There are things about EGT that can lead to variation between cylinders that is not meaningful. Simply where the probes were drilled and inserted will give big variation. In this case, assuming they used the same holes, the tip may not penetrate quite the same distance, tip is bent a little, or the flow from this new cylinder is slightly biased in one direction versus the previous one as it flows during exhaust valve opening.

Like others, I had a steady application of engine oil on the nose gear shocks and tire for years. No apparent compatability issues

I think this is true only at the F1 level with a skilled driver where serious downforce aerodynamics permit going well past 1g in cornering. As a rank amateur motorcyclist doing track days, I would get 1g turns (45° lean) with an old entry level 600 sport bike without mods and few cars can do that. The skilled riders are leaning much more in racing. I found a video for straight line drags, where the motorcycle beat 2000 HP EV, F1 car, and rally car.