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Stock exhaust is ready to go if anyone is looking for one. It came off my 66 M20C. Was repaired 427.8 hrs ago. $1200 obo shipped to Lower 48. I'm at KAEG for local pick up or can ship it in the powerflow box. Can send more pictures or video chat.

Looking to define the reason(s) exhaust valves fail. reading the LOP thread, there is a lot of generalization about operations - such as damage the engine internal pressure - high ICP burn up your engine detonation there are continual reports of top end replacements at 1000 hours or less, yet some operators can go to TBO without issues. How can we define these differences that make sense relating to exhaust valve failures. Mechanical issues are well documented, alignment and tolerancing is obviously important but it is more than that, even with the mis-alignment it seems some engines survive but others do not. It is certainly linked to operational methods. Let's try to develop specific, measurable factors in operations. Some things that seem important - CHT, EGT, FF, ROP, LOP, POWER, RPM etc.

I have replaced the original exhaust off my 1983 M20J with new. This was a proactive step as part of my preventive maintenance philosophy for a plane I intend to keep a long time. No leaks or specific problems found, but that said, the exhaust is a wear item and original, about 2400 hours and 32 years, and the price reflects this. For someone who wants to put off a new exhaust a little longer in order to coordinate with their TBO or major annual, this may be for you. Only what is seen here is included: 4 risers, muffler/collector, and tailpipe. Specifically, the heater shroud and tailpipe hardware are not included. It is drilled for EGT probes on all 4 stacks. The #2 cylinder swage fit area was repaired once as part of my pre-purchase squawks. That was over 400 hours ago. Some of you are bound to wonder, so I'll add that I went with a new Knisely exhaust. Powerflow was more than I could afford/justify during this annual, but was surely tempted. Feel free to discuss the merits of my decisions amongst yourselves. I'll add that it was only flown ROP except when it was flown LOP, unless the moon was full, in which case I used camguard. :-) $300 plus shipping costs. Or pick it up at KFUL (other SoCal airports possible if we can coordinate schedules and you buy lunch) Reply or PM with any questions. thanks, -dan

I've just started my first annual with my M20F. I know that I read on the forum a couple times that guys have figured out how to get the exhaust apart for inspection without removing the lower cowl. having an elusive 200hp bellow between the cowl and throttle body, disturbing it as little as possible is the goal. Would someone familiar with this procedure please describe the process? Thanks!

Hi Everyone, We receive a lot of phone calls and emails regarding exhaust components and turbo aircraft maintenance. To help out the Mooney owners who own a RAJAY system, we signed an agreement with Acorn Welding (http://www.acornwelding.com/) to be our one and only authorized RAJAY exhaust facility. They now have all of our design data, tooling and fixtures to repair or build new RAJAY exhaust parts for your aircraft. We also began establishing RAJAY Authorized Service Centers throughout the US for owners who need a little help tweaking or tuning their systems. Fisher Aviation is our first RAJAY ASC which specializes in Mooneys. They are based at the same airport as RAJAY (1T7) in Spring Branch, TX. We are looking for more Mooney experienced shops to become an ASC and welcome any input from the Mooney Community. If you have any questions or recommendations, feel free to contact us! Regards, Tom

Here are pictures of the exhaust I have for sale. I am upgrading to power flow.

looking for Continental IO550G cylinder needed for replacement.

Anyone have any ideas what would have caused this crack? I am having it sent out to be fixed. Any advice on where to have it done? Thanks, Curt

I was wondering, on my mooney m20k there are 2 exhaust/breather tubes that come out the bottom of the cowl near cowl flaps. On 1 tube excess oil comes out. Does anyone know what the other tube is suppose to do? Is this a fuel or breather tube exhaust? If anyone knows what the second tube does, please let know. I have included a photo of the tubes.

I'm an avowed LOP flyer, enjoying the fuel economy and lower CHTs that result. But there's no doubt that EGTs are higher, which leads to my current situation. Plane is in for annual, and we knew the muffler baffles were showing signs of stress and probably needing work, plus ever since I bought the plane the muffler shroud had a little gap on one end. We decided to send the whole exhaust stack off for inspection, and the word is it essentially needs a full overhaul, with pitting and metal loss in many of the pipes. I'll have to look at the logs to see when the last maintenance was done, but I suspect it might date to the last engine overhaul which was 13 years/1200 hours ago. So my question is twofold. For those who've had their planes long enough, what is the expected life of an exhaust sytem? And secondarily, is there any evidence that the higher temps of LOP operations can shorten this life, or are the systems designed to handle these temps?