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I have a factory reman IO-360-A3B6 installed with GAMI injectors and have completed the break-in process on the new engine. I also had a new EDM-900 installed with the engine. I now have 50 hours on the engine, but I have found an issue which has my mechanic and I perplexed. I can only fly with full rich mixture or with cowl flaps fully open to prevent the #1 cylinder from quickly go to 400 degrees if lean the mixture to POH specifications. I have spoken with GAMI twice and sent data over to confirm the injectors are fine and leaning appropriately. Today the injector was removed and cleaned again as well as the fuel line was blown out. We also tweaked my baffling. I took the 201 up 6500, the settings were 24/2600, cowl flaps closed, ram air open. I leaned the mixture to 11.2 fuel flow and the #1 cylinder again went immediately above 400. The EDM900 probe appears to fine, the injector appears to fine and allowing more air to flow to the cylinder by modifying the baffling didn't help. At this point I am at a loss and welcome any sugestions you guys may have. I really like flying with a fresh engine and get 165kts true, but not at 17.6 gallons per hour.

My wife and I have a 1967 M20F ( IO-360 A1A). It is in good condition, with only about 160 hours on the engine since overhaul. Whenever she flies to an overnight destination, the next day the plane is extremely difficult to start. Out of the hanger, it starts easily. We have troubleshot many of the common issues - boost pump, P-leads, fuel flow, battery charge, and there doesn't seem to be a problem. Does anyone have any idea what might cause this? Humidity? We keep the plane hangared in North Carolina with a dehumidifier running. Leaving it out overnight on the East Coast subjected to more humidity than normal. Could that be a contributing factor? She has used cold start, hot start, and flooded engine procedures. I know this is minimal information, but I am a deployed servicemember and unable to get my hands on the airplane myself for a more thorough analysis. She is an Air Force pilot with several thousand hours of turbine time, but less experienced troubleshooting 50-year-old reciprocating engines. Appreciate any help or advice. We're both big fans of the forum.

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 recently bought into a Mooney partnership of a M20C. It has a single cylinder EGT/CHT gauge setup. I'm coming from a G1000 equipped C182 where we had all sorts of bells and whistles, so I apologize if this question is basic. The POH states to lean ROP by 100 degrees, however, do not lean above 75% HP. The performance tables show nearly all the RPM/MP settings that I would use cross country below 10K feet being above 75% HP. This is quite different than the C182 where the performance numbers were all 50 degrees ROP irregardless of power setting. So, do people lean above 75% power? If so, what's your rule of thumb (obviously keeping the CHTs below 400 is a good idea...) If you don't lean, what type of temps and fuel economy do you see? OR, an I missing something?

I've heard a number of people talking about leaning out the engine during taxi to prevent fouled plugs. On my IO550, there is a lot of fuel flowing at full rich, and I've had a fouled plug or two so this seems to be good advice. Any advice on how far to lean? Technique? Greg