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I disagree with my friend @donkaye here. I did the conversion and find it very worthwhile for my needs. The excess power is all about getting off the runway and climb performance. Since I operate half the time from a short, 2500ish foot runway, runway performance matters to me. Since my 90% trip is -740 NM, the ability to jump up to 16-17,000 at a much better rate saves significant time and offers the benefit of well out climbing the dead-stick sing rate. Of course this is not meaningful coming off a short strip with a full bag of gas, but otherwise it is. At MGTOW, the 310 will sustain 1200-1500 FPM at 130 or 120 KIAS. That is 2-300FPM better than book. Excess power means better ability to climb in icing conditions, another safety plus. AC+TKS is unusual. Is that Fizan’s old plane? There should be no excessive vibration. Your student should start with a dynamic balancing of the prop and dig deeper. This is one of the smoothest piston engines I’ve flown. If an unconverted plane has the Type-S prop, the SCT costs something like 1% of hull value. To me, that’s a no-brainer. -dan

I’m too poor. Along the same lines why would you spend $1M for a Cirrus when a 200K Bravo is faster? Dass a lot o’AVGAS!

How dare you sully the Bravo forums with your mid-body talk.

Most 252's do 160-165 KTAS and 11-13 GPH at 12,000. Pinecone's seems to run 15 knots faster on 20% less fuel than everyone else's.

13 year bump might set a Mooneyspace record...

Yeah I ended up dropping the exhaust, and the lower cowl to replace with the new style Lycoming Valve. Now its easily removable if I need to clean the new one.

Just add water and fertilizer and they grow into Ovations.

Who times approaches anymore?

310HP STC: I see 13 GPH at 170 KTAS (typical) when LOP, and average closer to 15 GPH on a long trip, when you factor the high fuel burn of climbing. For my margins this can go about 800 nm. With the full family and not demanding ultra-light packing and keeping the TKS full, I can only take on 75 gals, which means around 650 nm, which is enough longer than my typical 600 nm mission to see in-laws that it prompted me to buy this plane. My J was overall more fuel efficent, but slower. I did +800 nm in that with the standard 64 gal tanks. M20R LOP: 13 GPH at 170 KTAS = 13 nmpg M20J LOP: 8.5 GPH at 150 KTAS = 17 nmpg You can get better economy in the M20R if you go much slower, but that is beyond my tolerance for speed-range tradeoffs. -dan

I happened to be flying today and checked. I was showing 16" MP at 1000 RPM idle. FYI.

So if this is not a new problem, have a look at how the MAP drop correlates with oil temperature. It is not unheard of to see warmer, less viscous oil exert less force on the wastegate controller. Considering it holds MAP above 10,000, then maybe not an induction leak after all. 2” is a lot to lose, though. -dan

Someone just needs to check the Performance Tables. For my C, it's 12,500, 16"/2300, good for a little over 7 hours plus reserves. But Ovations burn more fuel and have larger tanks. I don't want to be in my plane that long without getting up.and walking around some. Four hour legs aren't a problem, I get twitchy at 4:30.

Agree. I re-trim to the middle after clearing the runway and set takeoff trim by holding it for a count of “Four.” I was advised to actuate the rudder trim only when rolling to reduce the loads on the linkages. This seems to help with the overshoot. -dan

I love the cup holder. I don't put it away, but I do turn off my EFB when I don't currently want/need it for something. And techniques vary a lot in terms of what to display. All is good so long as it works for the pilot. I don't care either way enroute (when I often turn my EFB screen off), but personally, when flying an approach with a G1000, I prefer the MFD display on the left to the one on the right because of the clear depiction of "what's next?" both laterally and vertically. (FWIW, I think that "what's next?" anticipation is the single most perishable instrument skill.)

No. It does not require much more rudder than one without the upgrade, and it has never felt unstable or dangerous. in fact when you are taking off from an airport like north Perry in Florida, where there is NOWHERE you can land and survive if you lose an engine, you are grateful for every single hp. IIRC, the extra ho is only supposed to be used in takeoff, not cruise. the difference between the 280 and 310 is definitely noticeable, but it is not as if it’s going from a Camry to an F1 car. I do agree with Don however, in that is certainly not a necessity in an acclaim. It is absolutely something I would want in an ovation. And if you bought an acclaim with the mod, you do not have to use it, but I don’t believe it is worth what it costs to add.

I believe this is the standard practice, using a shop vac to pressurize. At one point chasing a low MP issue we did this and the A&P said he found several leaks around the intake. We replaced all the intake connecting rubber hoses at a reasonable cost. It made no difference. All of yours should have been replaced 200 hours ago at overhaul though.

The new Sec. Transportation thinks pilots who blow taxi instructions like this should lose their license . . . Kind of like revoking taxi and truck driver's licenses for making a bad lane change . . . Sometimes the ground layout is confusing, sometimes the taxi instructions are unclear. If a bad taxi means loss of license, what will happen if a pilot flies off of his clearance? Bust Bravo, turn right instead of left, climb through cleared altitude, fly through localized, etc.?

I have a bit of experience in this area, as I spent 2003-2015 crewing on numerous aircraft at Reno (including several that won Unlimited Gold) and supplying telemetry systems to them. I also worked as a party to the NTSB investigation to the 2011 Galloping Ghost crash because I built the telemetry system. That aside, ADI was a system adopted for the high power race engines. On the Merlins, the after cooler was removed in favor of a tube induction system after the supercharger. It usually had an automatic system that would come on with a manifold pressure switch and feed the ADI fluid into an area of the supercharger (if I recall correctly). Failure of this at 130” MAP for a carbureted system would result in a pretty instant catastrophic result if not caught quickly. On the other hand, a fuel injected 3350 on a Sea Fury actually would not suffer the same instant fate if the ADI failed and induction temp resultingly increased. I remember we ran a good portion of a lap when the ADI system failed at high power on the Sea Fury. The real time telemetry saved numerous engines because of system failures. I just feel the extra complexity could be an issue for GA because it’s another system to maintain, care, and feed. One needs to carry methanol to mix with water, or have a supply at airports. It’s another preflight item.

We had an additional parallel taxiway added at our airport a couple years ago, and it's taken me a bit to get used to, especially since I usually fly from the other side of the airport. I got put in ATC taxi timeout once (told to hold short of the runway for "wake turbulence" behind a bunch of landing Archers) after I wound up on the wrong taxiway. This is at my home airport. I was describing this during an organizational check ride with a retired pilot who'd spent a lifetime flying the airlines, including more than a decade in 747s flying globally, and how I thought navigating taxiways was the hardest part of flying. He thought so, too, and just said, "Don't worry about it, *everybody* gets lost." It did make me feel better about it. So, yeah, an understandable and relatable mistake, but still a dangerous one. The little ones can get you the worst. This is not a forgiving process, unfortunately.

Definitely post war. Nothing like that on the two P-51’s we had.

This exactly. Give these guys a bit of a break. Yes, they Fd'up. But Midway is a mess on the ground. They were given a clearance to cross a runway that barely looks like a runway while they were on a runway. They lost SA and didn't look like they should have but plenty of professional pilots could have made this mistake. In fact I have yet to meet a professional pilot that hasn't made a mistake... Also, I'll bet SWA saw that whole thing unfolding right in front of them with plenty of time to react. "Is that guy REALLY gonna pull out in front of us? Yup? Oh well, around we go". Not great but I doubt the drama is warranted...

Sort of like the old routine that the comedian Gallagher did. Give every driver a suction dart with "dumb a**" darts Someone does something stupid, you tag them with a dart. If a cop see a vehicle with some number of darts or more, he pulls them over and gives them a ticket for being a "dumb a**" driver.

Clearly you are not one of those people that have scraps saved from 12 years ago for just this moment.

NO! Mooney hospital

First thing I would do is apply Mouse Milk to the wastegate linkages. A sticking wastegate can cause lots of issues. I Mouse Milk mine every 25 hours at oil change time. While the lower cowl is off to do that, maybe also remove the air filter, reach in, and spin the turbo by hand, checking for abnormal axial and radial play and making sure it's not contacting the housing. Wouldn't expect that at 200 hours since overhaul, but it's a quick check. Looking for intake and exhaust leaks is a good idea. I'll also add - make sure your alternate air is not coming on, as it can cause this problem. Check for intake obstructions, which can cause the alternate air to come on. Make sure your intake plenum boot is fully drawn up onto the cowl flange and not bunched up and partially obstructing your intake. This is an important step every time the lower cowl goes back on that is sometimes missed, and as far as I know, unique to the 252 engines. You can quickly check that by removing the access door on the copilot side of the lower cowling. After that, if you're still having the problem, I would have the fuel system setup checked in accordance with SID97-3G (attached), now a part of Continental's M0 maintenance manual, by a Mooney-specific shop. I've had multiple non-Mooney shops fail to get this right. Maxwell is really good at it. What were your fuel pressure and fuel flow showing while you observed the decrease in MP? The fuel pump has an altitude compensating function that has to be set up correctly. I think of it this way - to make maximum power, your engine needs sufficient air, fuel, and spark. Taking spark out of the equation, you're missing either some fuel or some air. SID97-3G - Continuous Flow Fuel Injection Systems Adjustment Specs and Instructions.pdf

Yours (OP) and the others are all pretty great starting points to learn how your a/ c behaves. I generally fly RNAVs vice ILS. I keep speeds up and stay clean through the procedure turn. Once inbound, and 2 miles from the FAF, I go full prop and 17” MP, at a mile before, drop my gear, 1/2 flaps, and MP about 15” and trim for 90. At the FAF, I nose over, another inch off MP and it follows vertical guidance in a nice predictable manner about 85+. When I’m 5ish feet off the runway, I chop the power, hold the nose up a bit and just let it settle down on its own. I usually am a few hundred feet long, but can put it down if runways length is a concern (rarely is). This works to the point I never get off my vertical guidance and the plane feels stable at 85ish all the way in. Ive made it a habit to check my gear light and floor indicator three more times inside the FAF. It’s just habbit.

Drop the exhaust and find someone with tiny hands. I cleaned mine at my last annual and it was pretty gunked up.

M20F works on the original STC with minor mods ( if your installer is willing to do it) - I can share details if someone is interested… Dynon heading control works if you don’t have a source like GPS / Nav or Dynon FPL selected on the Dynon HSI… we hoped to have the Dynon AP on our M20F as this did not happen the Aerocruze is the only option and it is OK from a price to capability standpoint

I get a 3 degree glide path around 90 MPH with gear down, no flaps, full prop and 13.3 MP.