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I'm a newbie looking to buy an M20F and found a 68 M20G that almost does the job. It was converted to an IO 360 from an early J and has a nice J model cowling to match the engine. My question, is it possible to get a field 337 or some other magic trick to Increase the gross weight / useful load of this bird to the F specification? The empty weight is 209# over the original specs with all the upgrades turning it into a 2 place plus baggage machine for my family of 4. I really like the Johnson bar landing gear and hydraulic flaps.

Hello all, long time lurker, first time poster. I am planing on buying a M-20C thru M-20F hopefully in the next month or two inventory on the market willing. I've been looking for the past year since a little before a deployment though the deployment and the two extra months of deployment, thanks for nothing corona virus. I understand the differences between models and don't rally have any questions save for one. What is the lowest fuel flow in GPH can you cruise in a TN IO-360? I know how the turbo works, and what it gives me thanks to a few post on here and their links to great AvWeb articles for more in depth information. Background: My mission primary is to build hours over the next year or two so bringing GPH down while cruising is an important aspect of the plane search (not the only aspect otherwise I'd be looking at anything with a C-85 engine.) With a NA IO-360 I know I can cruise at 6.9 GPH or better. But what i don't know is if I get a plane with a Rayjay TN and a manual waste gate control will I be close to that as well? My thought is if I chose to not use the boost and open the wastegate i should get close to NA GPH, though with the impeller blocking a bit of the intake and the turbine in the exhaust flow I'm thinking some efficiency will be lost and everything being equal the Turbo engine will require more GPH, but is that .5 more or 5 more? My guess is less than 1? having read all the posts on this forum I know that 69% of the responses will say "Mooney zoom" and "WOT all the RPM!" and while I love the enthusiasm and will join you doing that from time to time, I'm kind of looking for the practical low GPH setting in a Turbo. Yes I also understand the temperature sensitivities of the system as well in regards to TIT, EGT, and CHT. Lastly, with the turbo working boosting away what kind of GPH does one typically see in the flight levels, like FL200? Proof reading this, I feel like I could word things a bit more softly or diplomatic, but I'm starting to see cross eyed and need to go re install my 9 yo in his bed so apologies if I am less than as coherent as I should be, and thanks to all in advance for knowledge I know I will receive from this fine community. Neil

On the E the oil lines from the cowl mounted cooler both route under P/N 620014-3 "Oil Line Shield", which shield the lines as they pass under the exhaust headers above them. When I pulled the lower cowling, there were two rubber lined hose clamps up under the shield attaching the hoses to it. I cannot find any mention of those clamps in the manuals or in SBs. Any guidance on these. Abashedly, I also cannot remember how they were attached and don't want to bother reattaching them if they aren't required.

Anybody have a photo of the top (looking down) of an IO-360 showing the pushrod tubes? The parts diagram is exploded and I am curious as to how the spring clip works.

We have a maintenance issue on our '67 M20F that has us stumped. If we bring the throttle back slowly she idles up at 1,000RPM. If we bring her back quickly, she goes all the way back to the normal approx. 600RPM. Mechanic thought it was a failure of the throttle cable sleeve pulling out of its set and installed a new cable. Unfortunately problem did not go away. We checked it with the cowl off and strangely the throttle body is at it's idle stop in both cases, whether its at 1,000RPM or 600RPM. Anyone got any thoughts?

As the topic title implies, I'm a newby with a Mooney. That is, I've been flying Bonanzas - three since 1984 - but this most recent venture was somewhat of a departure from my norm...and have to say I'm glad I did it. I became a 50% share owner in a '62 M20C about 3 weeks ago and am currently flying insurance time off with an instructor - weather permitting in Okla. I have a few questions that perhaps some of you can help me with. 1) I don't have maint. or IPC manuals yet but am getting them ordered (I'm an AP/IA and will be doing all the work that I can on it for the 50/50 partnership). I take it the jack points are where the wing tiedown bolts are located when you screw the tiedown bolts out. Question: Is there some kind of adapter to be used that screws into the wing (captured by a nut internally) for using a set of jacks? I can't see jacking the wings there with the tips that are on my jack rams. There must be some kind of conical adapter to accept the conical shape machining in my jack ram ends, right? 2) If I ever wanted to upgrade to an IO-360, is there an STC out there that will allow this, and if so, who might I contact? The current O-360 has about 1500 hrs SMOH so I (we) might be looking at an upgrade to "injected" if such exisits. 3) Right tank has started weeping. Looked at the "Weep No More" website to gain some sealed-wing repair insight and I gather that it's a mess and expensive to do. Question: What can we expect to pay to have one tank re-sealed if I have someone else do it? Last item is just a comment: I give great credit and thanks to the previous owner who had all the speed mods done, new glass, paint, interior, avionics, etc. Harvey and I are its caretakers now and will do our best to maintain its updated beauty and functionality. And secondly, I'm amazed at the speed and economy I've seen so far on a couple of short x-country flights. Can someone tell me if this is real.... 24 square, 46F OAT, 5500 msl, IAS 156 MPH, lean to rough / rich to smooth with a single CHT at 385 F, 2.2 flight hours and topped it off with 17 gallons?? That's not even 8 GPH. 62DX has extensive speed mods installed so that must be playing into its apparent speed and economy. It's been and will continue to be fun learning a different airplane. It's tight in the cabin, not the easiest to get down into from the wing and has that Johnson bar to master without your airport buddies calling out the fire trucks when you depart. Other than that, it shines with its simplicity, and economy. I'm glad to be a Mooney owner!

After 3 oil changes with metal in the filter on my IO-360 A3B6D and the "lets check it every 25 hours and see" advice I was getting I couldn't take it any longer and had to go in for the inspection. I ditched the MSC and got a mechanic that would help me out with an owner assist and so far I'm very pleased with being involved. I was convinced that I had a piston pin retaining plug wearing on the cylinder walls but the borescope showed no such evidence. The 3 oil analysis was indicating an increase in Aluminum and chromium. I was surprised after the 2nd oil analysis I sent in the filter as well and that came back normal with primarily Aluminum. After 82 hours(approximately 12,500,000 revolutions) of flying uncomfortably it was time pull things apart. After opening things up this is what we found! A broken exhaust valve spring on #4. On the onset of the project I decided that I was going to pull all cylinders because of some weeping of oil and a through bolt. If things looked good, which they did, the cylinders where going to be sent to Ly-Con to be Ported and flow balance (they claim 4 to 5 Hp per cylinder and smoother). This engine was an original lower end and only 1450 hours, I was concerned that it would have some evidence of corrosion but the inside was perfect, couldn't have looked any better. So I order a new a new Planes Power alternator, Sky-Tech ultra lightweight starter, vacuum pump, stand by vacuum(precise), some new hardware and all new hoses. I'm planning for TBO and beyond, wish me luck! Karson