Taracka

Hello, I am currently checking the rig on the nose gear on a 1969 electric gear M20C and the manual says to measure the bungee springs in the "static" and then "rigged" position and the difference should be .060. Could anyone clarify what they mean by static and rigged? Thanks, Rich

Wondering if this hose routing is correct. On this 1966 m20 c If you look at the photo you'll notice the scat hose coming out of the top of the cabin heat box and exhausting below the number 3 cylinder. Thanks for any help. Rich

Same situation here. I routinely see 400-405 during climb out keeping airspeed as high as possible (120 or so) while still being able to climb. If I don't temps will go to 450. Ambient temp doesn't seem to make a huge difference but it was about 75 here yesterday when I flew and saw these temps. I've gone through everything I can think of over the past two years with no positive result. I think relocating the oil cooler would make a difference since moving that would lower the air pressure in the lower cowl which should increase airflow across the cylinders. One thing I discovered is in an article written on the MAPA site called " Aircraft Evaluation Report" . This was written about a test flight of a well maintained M20C and I noticed in the engine parameter tables they posted the CHT's range from 400-440 in their climb tests. Based on all the research I've done I conclude these high temps likely result from a poor baffle design. I wonder how long the recommendation to keep CHT's below 380 has been around. When the C model was made, below 500 was acceptable hence the redline of 500. I can say my C has made it to TBO twice with no cylinder issues after regularly reaching CHT's over 400 (i'm friends with the previous owner who is an IA and have discussed this with him extensively). I'm curious if there's ANYONE on this site with a C model equipped with a 4 channel engine monitor that isn't seeing high CHT's during takeoff and climb. If so, it would be worthwhile to analyze their setup to see what is different.

Is it possible a tire is overinflated or has been replaced and is too large?

This sounds to me like an instrument issue although I'd want to determine that ASAP. My 63 C model with a JPI installed when I'm real careful will see CHT's around 400 in climb and around 350-370 in cruise. If I'm not careful temps will climb 430-440 in climb. I went through all the usual suspects such as baffle leaks, mixture issues, etc. and concluded these models run hot. In fact after extensive research I couldn't find anyone with a similar model and JPI equipped Mooney who saw significantly lower temps. This is unfortunate since 400+ isn't good for cylinders and can contribute to shortened life although this Mooney has always had high temps and has made it to TBO twice now. Anyway, I'd check probe connections to rule that out and maybe substitute another probe to see if that helps. I know how frustrating this can be. Hope you get it figured out.

I have a 63 M20C with the ARC single axis autopilot. The problem I am having is as follows. When I switch the autopilot on there is a rapid clicking sound coming from the actuator mounted under the panel that sounds like the electromagnetic clutch not wanting to engage. If I turn the heading knob on the autopilot to the heading that doesn't require the autopilot to command a heading change the clicking slows to a stop and the actuator will then engage and start fuctioning normally. I removed the actuator and disassembled the case halves finding nothing I would consider abnormal. I'm thinking either the electromagnetic clutch is failing or the voltage that supplies it may be inadequate indicating whatever drives it could need adjustment. Does anyone on this forum have experience with these units and if so could give me advice on what else I might check? Thanks, Rich

Hello, Looking for an exhaust or exhaust parts for an m20 A or B model. If you can help please email Bob at drbob@whidbey.com Thanks

Oops, sorry didn't mean to post this here. Will repost in classified section.

Hello, My friend is in search of either a complete exhaust or parts from an m20 A or B model. If you can help, please email Bob at drbob@whidbey.com Thanks, Rich

Did u switch mag to see if that affects the way it ran? You could have a magneto going bad. How many hours on them? Worth checking before you pull a cylinder.

Has anyone had their Mooney nosegear damaged at an FBO by the tug steering the nosegear too sharply? I've heard this can be a problem and was wondering if there are any preventative ideas out there.

One more thing. Make sure the JPI is grounded directly to the engine case per the installation instruction. Grounding anywhere else can cause erroneous readings.

The engine will not get adequate cooling being run on the ground for extended amounts of time, if I'm stuck on the ground for a while and then take off my m20c temps can hit 430 to 450 if i'm not careful in keeping the climb speed 120 or more. This seems to be the norm for this model and configuration ( i did lots of research). With good speed management I'm able to keep temps below 400 usually but it's usually 70 f or less here in western wa.

You could pull a probe and check it in boiling water to see if it reads 212. Also, think about if anything else has changed since the problem began that might be causing this. For example detonation would cause a rapid rise in CHT and that could occur from things such as improper timing, bad or lower octane fuel, a baffling issue etc. what model Mooney is this, what is your climb speed, and was the outside air temp unusually high?

They should be able to tell you based on the edm700 serial number what probes you have. I've heard of this problem occuring before so it's possible you have a probe incompatibility issue. Do you have a factory cht gauge and if so what does that read?

Thanks for all the input on this subject. Very useful info and much appreciated. Rich

Here's my situation. I live on a 2400' grass strip which almost never gets soggy because it was designed well. The problem is in some sections there is a slight bit of roughness that you'd never notice in a cessna but gets a little bouncy in the mooney. I suspected the technique described by the previous posts was correct so I'll start using them. Thank You, Rich

Hello all, I'm in the process of transitioning to flying an m20c and would like advice on soft field takeoff technique. In Cessnas it was normal to pull back on the yoke at the start of takeoff roll which allowed the nose to lift off the ground. If I use this technique with the Mooney it seems to have no effect on nosewheel lift and just results in an extended takeoff distance. What is the recommended yoke position for a mooney through the stages of a softfield takeoff. Thanks, Rich

If the brake mod is like the one on my M20C it uses a shuttle valve between the left and right occupants brakes. The problem with this setup is if the student should step on the brakes first the instructor cannot override it and is still along for the ride.

No, there is an intercylinder baffle located between and underneath each bank of cylinders. I question whether this baffle is supposed to be installed since I was unable to identify it in the part manual diagram and since it's installation doesn't seem to allow for adequate space under the cylinders for cooling air to exit.

Hello, I am wracking my brain trying to figure out why my 63 m20c is indicating high cht's on all cylinders during climb. My climb speed is 120 mph and the jpi edm700 reads 425-435f. While checking the baffling over, i noticed the intercylinder baffles seemed to not allow much air exit space under the cylinders. I spoke with the previous. Owner and he thinks he recalls changing these baffles to a later style Mooney baffle. My question is does the 63 m20c even have intercylinder baffles normally? I looked in the parts manual and couldn't see them in the illustration. If someone could takea look at theirs or knows from experience I would greatly appreciate any advice since I'm running out of ideas. Also fuel flow at takeoff and climb is about 19 gph which I'm thinking is close to normal, in other words the mixture seems to be correct. Thanks, Rich

Hello all, I have a question about my 63 M20c. After level off when I go to close the cowl flaps, I have to push the control in rather than it being drawn in by spring tension almost to the point of where it feels like the cable might be bending rather than moving the cowl flaps closed. If I reduce speed to 100 or so it becomes much easier to close the cowl flaps. Is this normal, am i doing something wrong, or Does something need adjustment? I forgot to mention above that my level off speed is about 120.