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any bravo flyers ever have their oil pressure drop significantly then come back up? i was climbing out in imc on thursday morning and at 5700' i noticed the oil pressure guate was indicating 20-30psi, right on the red line. i immediately pulled power (climb power was 34/24). i reduced to approx 25 inches and made my turn back to the airport. oil temp stayed where it always does at 180° so i didn't think i was losing oil. there was no engine roughness or any abnormalities apart from the low press indication. as i descended down to 2500' the oil pressure started reading higher - slowly, not all of a sudden. by the time i was vectored onto final the press was back to 80 psi. i first looked at the pressure transducer to see if there were any signs of failure/leaks - nothing. i removed the oil line from the t to the transducer on the accessory housing and blew out the oil in the line onto a paper towel to see if there were and contaminants - nothing. i cleaned the inside of the transducer with a twisted paper towel and found nothing. i did notice the transducer in the svc manual shows the unit vertical. mine was horizontal so i changed to mounting vertical. after that i checked the gauge w the mooney rheostat that plugs into the 4 prong connector at the fire wall- the gauge read within 2.5 psi of the instrument settings. i pulled the gauge and installed another one and got more accurate readings off the spare gauge. i'm thinking 2.5 psi difference isn't horrible, so put the factory gauge back in i then ground ran it and noticed rpm wouldn't hold below 33 inches i could hold 34/24 but as soon as i reduced to cruise of 28.5 the prop would fall off to 21-2200 rpm with veneer knob the whole way in. i cranked the oil pressure relief screw in one turn and noticed better oil pressure at low idle and cruise settings but rpm still wouldn't hold at less than 33 inches probably due to lack of resistance i pulled the prop gov to check the screen and found the engine was put together w/o screened gasket - one will be installed next week - but found nothing out of sorts i then flew to 10,000' around the airport and noticed no drop in oil pressure and the prop held rpm wherever i put it i experimented w high man pressure/low rpm high rpm/low mp etc etc - did super steep climbs to near vertical to see if i could get any cavitation at the pick up - and nothing, oil pressure remained constant the whole time at 70 psi i them landed and changed the oil and strained it through a shop rag and found no metal or anything weird i'm thinking the transducer may be on its way out - the oil press and fuel press gauges both kind of give s slight waver in cruise sometimes . they were doing this on the flight at the airport to 10,000' . it's not a large movement, more like a shimmy back and forth, and i know it'd be impossible for the oil press to fluctuate at constant rpm unless a relief valve has dirt in it holding it open, but even then i think it'd be more of a drop in press not a fluctauation my concern is the low press reading i experienced if anyone is familiar w similar experiences please let me know what the remedy was - id try new transducers but they're no longer produced and out of stock everywhere i've looked probably going to install a second oil and fuel press gauge - any recommendations would be greatly appreciated engine has less than 100 hrs since oh

1984 M20K with TSIO 360 engine. Experiencing low oil pressure, especially when oil temperature is high. Thought it may be the oil pressure relief valve so purchased new spring, plunger and gasket. Discovered that the seat of the valve has some pitting and should be lapped. Does anyone have any information on a tool that has been developed to lap the seat of the oil pressure relief valve? Any information would be greatly appreciated.

Our not-for-profit Mooney flying club is upgrading our 1967 M20F to a CGR-30P total instrument. As such we are selling the below items to help off-set some of the upgrade cost. Each item comes with a photocopy of the logbook entry that provides all of the below information and states that the equipment was functional upon removal. FSDO says that's all you need to reinstall in a certified aircraft. Photos and prices (or best offer) are listed on our website at http://www.monticellofc.org/aircraft/For_Sale.html . We are waiting until the winter to add a new fuel level gauge which will allow us to sell all of the cluster gauges. Ammeter Shunt - Garwin P/N 22-370-60, Installed: Original to A/C Volt Meter - Mitchell P/N: 10-25105, Installed: 10/4/2010 Oil Temp Probe - Lewis Eng Co P/N AN5525, Serial Number: 25067, Installed: Original to A/C Oil Temp Connector - Amphenol P/N 97-3106A-125-35 - Installed new 3/8/14 Primary CHT Probe - Electronics International P-101 with A-101 adapter, Installed: 7/24/2015 Manifold Pressure/Fuel Pressure Gauge: 22-469-01A, Serial number: K76D67D, Installed: Original to A/C Engine Monitor - Electronics International Model US-8A-4, SN 17308 - Installed new 2/28/95 EI CHT Ring Probe - Electronics Internal P-102-18 - FAA/PMA approved - Installed 5/31/16 EI CHT Probe x3 - Electronics International P-100 - FAA/PMA approved - Installed various dates EI EGT Probes x4 - Electronics International P-110 - FAA/PMA approved - Installed various dates CHT Cluster Gauge - Garwin 169C-910-12 - Original to aircraft Oil Temp Cluster Gauge - Garwin 169C-910-11 - Original to aircraft Oil Pressure Cluster Gauge - Garwin 169C-914-1 - Original to aircraft Cluster Gauge Box w/connector - Garwin 22-169 - Original to aircraft L & R Fuel Gauges - Garwin 169C-910-28 1 and 2 - Original to aircraft, OH'd about 10 yrs ago Update 2/5/19 : I have lined out the items that are sold. The ones at the bottom are still available. For folks having oil temp probe problems, I highly recommend opening up the Amphenol connector on top of the probe, looking for loose wires, and re-soldering them. That happened to our old one, thus why the connector was newer than the probe. With all that engine vibration, that is the most likely culprit for no or intermittent oil temps. Another trick is to put wrist locks in the lines about an inch from the probe. That way you can open up the circuit, test continuity, and reconnect them.

Has anyone else got one of these? I am guessing it is computer generated but still, a great heads up. Based on my JPI 830 flight files Savvy says my oil pressure is too high compared to the 2428 other flights by a cohort of 57 other M20 (S/R) aircraft. I run 65 psi in cruise. I went back and checked it has been this way since I got the plane. The POH says 30 - 100 psi on oil pressure but Continental IO-550-G specs say 30 - 60 psi Any thoughts?

After installing a new GTN 750 last summer, oil pressure gauge indication works fine for a about 30 min of flight, then drops to almost zero, no oil or cylinder head temp increase. After landing, checking, same symptom. Avionics shop checked pressure (OK) and grounding at gauges - Pressure test on ground are normal - After several short fligts, also found that if I turn Master OFF then ON, oil pressure signal is back. Any suggestions?

Anybody else notice oil pressure fluctuations of +or- 5 PSI on TSIO-360-MB engine? My 1997 M20K Encore has done this for more than 300 hours. Installed a JPI engine monitor and it reflects the same condition. The ship gauge reads 50 PSI normally but will momentarily read anywhere from 45 to 55 PSI. The JPI normally reads 40 PSI and will fluctuate between 35 to 45 PSI. This is a continual fluctuation not a once in a while thing. I have asked the mechanics at the last 2 annuals and they have no advice. The only idea I've heard that makes sense is that the automatic waste gate for the turbo uses oil pressure from the same line that both of the oil pressure sending units are installed in so the fluctuations are generated from the waste gate movements. If others have noticed this I can let it rest. Thanks Steve