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Hello Friends! I have some legacy instruments, removed from an M20F (and a few from a Cherokee) DM me and we can figure how to get these devices out of my hanger and into yours I've lowered the price King KF87 ADF receiver and indicator and antenna. $750 Two Terra TXN 920 Nav-Coms , $200 each Two Terra VOR/LOC/GS indicators. $500 (model1100-01) and $400 respectively A WX-8 Stormscope $1000 Rocky Mountain Instruments encoder $150 TMA-230D Audio Panel and Marker Beacon Receiver, and a Intervox intercom $525and $110 Narco AT50 A transponder, INOP, Parts only, $25 Horizon Tachometer $125 JP instruments EGT-CHT monitor with three exhaust and three cylinder head probes $100 Shadin Fuel flow indicator and it's transducer $400 And there is an Apollo GPS $80 works fine but databases no longer updated.

Avionics for sale: KFC150 autopilot $4995, Yaw Damper $1395, Shadin MiniFlow-L $795, KI256 AI $$795, Davtron 800 clock $145

I just got my plane back from Annual, It ran perfectly beforehand and no squawks going in. (A little history ... Converted the engine to Ovation 3 (310hp) at last annual – Only engine change required is increasing prop governor speed and increasing fuel flow. Anyway as I said it ran perfectly for a whole year.) Nothing was found to be an issue during annual except the Spark plugs were apparently out of tolerance and replaced. They ran engine afterwards and everything was OK. Went down today to fly it for the first time since signed off a couple days ago. Engine running rough. #1 cylinder not making power. They checked it out and thought fuel injector nozzle to cylinder #1 was getting plugged (as part of the annual they ultrasonically cleaned all injectors). Recleaned the injector put back together. The issue then changed to Cylinder #2, Repeated the process, Recleaned put back together. The issue change to Cylinder #3, Repeated the process, Recleaned put back together. The issue changed back to Cylinder #1, - They tried with the old plugs back in; They rechecked magneto timing - no change. (BTW The Magneto is hundreds of hours away from it’s 500hr overhaul) They disconnected and checked the fuel going to each cylinder using the fuel pump and reported has debris?? They think a gasket or something might be disintegrating in the Fuel manifold that sits atop the engine. That’s as far as they got today. (BTW The spark plugs were changed from Champion fine wire to Tempest, but they’re convinced it’s the fuel side of combustion that’s causing the problem.) Questions: 1) Is this just incredibly bad and coincidental timing – (first time check out after annual – running fine beforehand) or could it be related to annual. To my knowledge the only part of the annual that involves the fuel system is cleaning the fuel screens and Injectors. 2) Does it make sense to jump from Cylinder to cylinder? 3) Any other thoughts as to cause, or what’s gone on would be appreciated Thanks in advance Roger

I recently purchased a 1962 Mooney m20c. I'm having an issue starting the airplane. It has no primer, so I'm supposed to pump the throttle once or twice before starting. But I'm having no success with that. It seems to start when I lean it halfway or completely leaned with virtually no throttle. Then other times, it will start with a 1/2 push of the throttle to prime. I haven't figured it out yet, but at least I can usually get it started now, usually takes 4-5 eight second attempts, rather than a few blades. My brother, an auto mechanic said that if the carb float stopped floating it would produce a rich, flooded condition? I deleted some info. on fuel burn which turned out to be 11.2 gallons rather than 15.4 . My apologies for the error. Any one experience this? Do I need to rebuild the carb?

Hello all. I had a problem with my fuel flow yesterday. ('82 M20K/231) I took off from Paso Robles, CA around 10a headed for Santa Rosa, CA. It was about 82 degrees OAT. Fuel flow was normal on take off and climb out (about 25GPH) until about 7000 feet. The fuel flow started dropping off TIT started increasing and fuel flow would only max out at about 15GPH. Leveled out at 8000 and ran it LOP. Everything was normal for LOP operations. Did some troubleshooting in the air (switched tanks, low boost pump, high boost pump) Nothing changed during LOP so felt it was OK to continue. We landed at Santa Rosa and spent some time with a mechanic on the ground. He couldn't figure out the problem either. Did a high speed taxi down the runway and fuel flow was normal. Took it up in the pattern and again everything was normal. We did fuel up before we left KPRB and I didn't sump the tanks for water. Maybe there was water in the fuel? Any other ideas?? Thanks!

I was able to run a few tests today to check out the 98 mooney bravo and get some metrics I was curious. There is a spread on a few of the cylinders. The range on the egt's of about 50f The range on the cht's is more significant from 344>424 Maybe it is all normal Here is the data, colms below are cylinder , egt,cht,tit ( leaned to tit at 1625) thoughts. Mooney Bravo tls 98 data Temp 68f Altitude 7500 cowl flaps closed Power mp 29.1 rpm 2400 Tit 1625 Fuel flow 19.2 1 1487 386 1625 2 1539 420 1625 3 1442 404 1625 4 1510 344 1625 5 1503 373 1625 6 1523 352 1625 m20mdatacompsjun22017.xlsx

I am planning to buy JPI EDM 930. Any recommendations on that? Have a question regarding fuel senders: do I need to replace them? Does anyone have problems with EDM 930 fuel quantity reading? Thank you

Selling a new Floscan 201B(M) transducer from Instrument Tech. MFG Date is December 22, 2015. Part was installed in my Mooney M20K for 30 minutes as I thought the issue was the transducer but it was in fact the Hoskins FT-101 in need of overhaul. I paid 550 plus shipping, selling for 475 and includes free shipping. Comes with test paperwork, certificate of conformity along with an 8130-3. Wires have been cut and are about 6 inches long, should be plenty for your install into another Mooney.

I have a FT-101 that was working fine, My transducer died, bought a new one (Floscan 201) It now works great with my JPI 800 but the FT-101 shows about 1/3 of actual flow even after I adjusted it. I noticed when I entered the K value in the JPI-800 that it was a much smaller number than was in there (I assume the factory Transducer was mated to the FT-101) Any ideas? any FF meters that will fit in that same spot? that are K-value adjustable ? Thanks Scott - Mooney 231 - 1981

One final plea to the group to see if anyone may have an Aerosonic Part #651035-0107 (see photo below) combination Manifold Pressure/Fuel Flow gauge for sale before I splurge on a replacement equivalent and an expensive install. Thanks. --Alex

I have a 1979 M20k with intercooler and Merlyn Wategate. I recently had the fuel pump and mixture controller replaced/overhauled. I've had 2 shops, including a Mooney service center, attempt to set up the fuel system. I get full rich at idle, 24gph full rich at full power, but as I reduce manifold pressure my TIT/EGTs rise. I usually get about 18gph at 2600/30in TIT 1350 in climb and now get about 15-16gph with TIT approaching 1500. In cruise I have to use full mixture to get 75 ROP and at low altitudes it is more like 50 ROP. This M20K has always been set rich - firewall mixture was over rich on take-off (more than 24gph) and I had to set fuel flow in run-up so I would be at about 24gph on take-off roll. The current shops are setting to the book. Initially one would say it is one of the replaced components, but I'm thinking this may be an issue that had previously been compensated for by this over rich setting. Has anyone seen this type on non-linearity in the fuel system such that you get full rich at idle and take-off but run best power or less flows in between (all cases firewall mixture)? One of the mechanics suggested that the Merlyn may be driving a higher MP than the mechanical fuel control is "expecting" below full power. Any thoughts?

I routinely fly to two airports in my J. The trip takes about 30 gallons. At one airport the gas is about one dollar cheaper than the other airport. Here is my question: Is it cheaper to fill the tanks to the brim with cheaper gas but have less a less efficient flight with the unneeded full tanks? Or is it cheaper to get just the amount of gas needed at each airport regardless that the one airport is so much more expensive and have a more efficient flight. Or in other words, I have to add a little fuel no matter what at the expensive airport to have a reserve, but how much should I add at the cheap airport? Or still in other words, how much does it cost to carry around extra fuel that you don't need?

I have an 1986 M20K 252 and pretty proud of it. But I do have a problem with the engine that I can by now almost predict on hot days. After the plane has sat all day in the sun it will start up very nicely but when applying take-off power the engine will quit. If I put on the low boost pump it will not quit and continue running. Mostly in the flight levels above 100 and some cooling it will operate with the low boost pump off but I have had one flight lately where it would start to run rough and stop if not re-engaging the low boost pump (maybe not enough cooling time). Next morning and with cooler temperatures normal operation. This happens with outside temperatures above 90°F (33°C). This is clearly temperature related. First I suspected vapor lock but now I am not so sure about this since vapor locking should terminate once it has been pushed out of the system once. The fuel pump has recently been revised but I still suspect some problem with fuel pressure or maybe an air leak somewhere in the system (there is no fuel leak noticeable though). The maintenance shop believes it might have something to do with the fuel selector valve. Any ideas on how to proceed with troubleshooting?

My Hoskins fuel flow isn't displaying the fuel flow. It just reads "2222". The JPI displays fine from the same transducer. There doesnt appear to be any troubleshooting to the display in the manual. It looks Instrument tech in Texas deals with these FT 101A displays. Has anyone else had any issues like this? Has anyone used Instrument Tech for repairs?