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On a recent trip from Denver to San Antonio at 17k' with the engine set at cruise (29/2400), my MP suddenly dropped to 24 and the fuel flow had a corresponding drop. I immediately increased the throttle to bring the MP back up to cruise (it took close to full throttle). It seemed as if the turbo was no longer providing boost. While I verified the engine was otherwise running correctly and identifying my nearest divert, I felt the turbo kick back in and the engine came back to full power. This cycling continued every 10 minutes or so for the remaining hour of flight. We pulled the wastegate and the controllers and took them into the local shop for troubleshooting. The controllers appear to be the culprit. One is leaking oil, and the poppets are sticking on both--need overhauling. The overhaul is being done the week. I will let everyone know the outcome. Dave

On my first day of Mooney ownership - upon picking up the plane - the landing light was out and traced to a bad connection. The totally unknown to me mechanic replaced the lead to the landing light and noticed there was a hole in the manifold pressure tubing and said he had fixed it. Okay. He also handed me something that he said was restricting the manifold pressure and that I didn't need it. Several years later after I have always noticed the MP to be too high by about an inch or so I did some investigating (I don't have a Turbo!). Thinking back to my first day... 1) The calibration port (you have a hole in your manifold tubing!) is now open again 2) The restrictor that was removed at the same time. It's missing. I'd like to replace the restrictor to see if it brings the gauge back in line before I trouble shoot anymore. Upon searching the parts catalog I come up with two candidates for the restrictor, part numbers: 660155-001 (Eff SNs 24-0084, 24-0378 thru 1378) 660155-005 (Eff SNs 24-3377 thru 24-3404 660155-007 (Eff SNs 24-0084, 24-0378 thru TBA) My plane is a 1977 J SN 24-0348. Doesn't map to any of those part numbers... Does anyone know what the correct part number is for this restrictor for a 77J and whether the Mooney part maps to a Milspec or other commercially available source? I know that there were folks that had issues on installing JPI MP gauges (bouncing / erratic) who got a hold of a restrictor... Snubber.... Scupper... Snuffer. Etc. Whatever you actually call it. Thanks for your help and take care, Brad

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?

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