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Alright Mooney group bear with me, this may get a little long winded. New Pilot and even Newer Mooney pilot. So, i just finished my 15 hours to be checked off by insurance. I now have about 20 hours in my new (to us) 1967 F model. We bought it with about 25 hours on a new engine, and just completed our first oil change as well. Lots of firsts going on here. So, I am new to complex aircraft as well. When performing our run up we normally lean the mixture to best power similar to what we did in the 172. Run up to 1800 rpm, full forward on the prop, and slowly lean until power loss catch it and give a few extra turns once the power is back. Then we pretty much haven't touched the mixture on any flight. I played with it a little the other day in cruise, lowering it until it got rough and then adding it back in until it was smooth. Our checkmate checklist says cruise around 2600 rpm on the prop, but once setting the prop you cannot use RPM as a good lean indicator correct? Plus to add to complication our fuel pressure gauge is out (so I cant just put it at the bottom of the green) which would be running it efficiently correct? (Also new avionics coming in a couple months) So the only time I have tried to lean it in flight was in a cruise the other day I leaned it until it ran rough, then twisted it back in to run smoothly. Which the POH says don't lean the power above 75% power... but at full throttle I am sure I am above that. Did I hurt the motor? How on earth do you calculate percentage of power? Then there is the throttle. I figured on a brand new engine you wouldn't want to run it at WOT all the time due to wear on a new engine. But my CFI said run it full and manage RPM and Fuel flow with the mixture and prop, but my Dad (Airforce Pilot/commercial pilot of 30 years) said he would also be worried about wear on the engine, but thoroughly admitted I probably have more experience in a civilian airplane than him at this point. Ours is also turbo normalized as well, and all I have been told about it is to keep it below 28 MP. All of this has added a ton of confusion in my mind, so I went to the internet. Specifically another post on here: Which added even more confusion. I also realize I probably sound like an idiot, but I am okay with that if it helps me figure all this out by asking the experts. So to summarize my questions: 1) Is our best mixture practice during run up correct? 2) When leaning for efficiency, can you use RPM drop with a constant speed prop, fuel pressure indication, or leaning it until its rough then adding it back in? Which is correct or are all correct and some are just better than the other. 3) Is WOT the correct way to fly? Is the POH out of date as stated in the message board above. 4) Is 2600 RPM that the checkmate suggests the best cruise setting on prop? 5) Have I hurt the engine buy leaning with full throttle in and potentially getting over 75% power setting? 6) How on earth do you correctly measure % of power? (This one is probably easy but I am missing it) 7) Does any of this change when adding in the turbo? Thanks everyone!!! I know that is a lot to follow but any response, guidance, or videos would be much appreciated. Fly safe, The FNG

I am using a VHF RT, it's power supply requirement is 27 V DC. When this RT becomes unserviceable and I run RT and HUD(Head Up Display of an aircraft), HUD becomes blurred. The power source is the same for both these devices. Though there is no physical connection between these two devices but why it's happening? (Sorry for my bad English)

New member owner of 62 M20C. Power supply to wingtip strobes is dead. Anyone have an extra laying around for sale or any options on a reasonable conversion to LED? Thanks

I just purchased a G model (for those unfamiliar, the medium-length fuselage with the C-model's O-360 180HP carb'd engine). My issue is with the correct power settings to use. I came across this article by Bob Kromer that makes a pretty compelling case for cruising at full-throttle, 2500rpm, 50 degrees ROP all the time above 3,000 feet. Seems like decent advise. I flew a M20F before I bought the G model and it seemed to work well. My issue is that I'm pretty unhappy with the CHT's these settings give me in my G. I don't have any of the cowling mods (nor does the G model have cowl flaps) so the engine definitely runs pretty hot. My normal procedure has been to lean to 400 degrees CHT, which is usually richer than 50 degrees ROP. As a result, my fuel burn is not exactly wonderful. Recently I've been trying my cruise at 2,400 RPM instead of 2,500. My temperatures are WAY better, it allows me to lean out quite a bit more, and I've noticed the fuel savings. I think it's costing me a knot or two, but I feel a lot more comfortable with it. I do not have a fuel totalizer nor digital engine monitor (just the factory analog single-probe EGT/CHT gauge), so I can't really run a detailed comparison. Has anyone had similar experience, and what do you think of the lower RPM in cruise?

Hey Gents, looking for advice before speaking with my mech. Flew my F on a long xcountry and on my return trip experienced some strange and alarming issues. The IAS was about 10 kts lower than what would be normal for the flight conditions and this matched up with what was indicated on the GPS so ruling out a problem with the AS indicator. Engine ran smooth, temps normal etc. here is the mystery, every so often ( about 4 times over a 4 hr flight) the indicated AS and gps derived GS would go back to what would be considered normal with no changes in engine settings. I just had a new prop (scimitar) installed and it had been producing great results up to this point. Anyone else ever see/ hear about this? Take-off power/ acceleration seemed normal but I did notice prop RPM slightly lower than normal on take-off (26 vice 27). Appreciate any thoughts.