nationwide

Covers are sold

Tug is sold

Received!

Sorry to hear this happened to you. FWIW, I looked back on my own timeline and saw that it was about 1.5 months from sending them the last measurements and photos when they said 'ok, we've got what we need, thanks' to actually receiving the covers. It takes a while, and being winter, they may be backed up. I ordered before the world went nuts, too, and things weren't so hard to get. On the bright side the quality is very good, and their post-sale customer service is good too. They sent a standard post-sale 'how do you like your merchandise' email, and I replied [essentially] 'it's great quality but the fit of your empennage cover is really dumb...you should've made it this other way instead to make it easier to use...' and they replied with 'if you send it back, we will make the modifications you list and send it back to you for free.' So I was pleased with their commitment to the product.

^ What the man said here

I have a Redline Sidewinder handheld tug I bought for my Mooney in 2015. The hangar I was in at the time had a rise and a lip that made pushing the plane in impossible. The battery’s been through maybe 40-60 charge cycles. I’ve greatly enjoyed having this vice other options; it was light enough to carry on trips and several times obviated the need for a hot start just to move the aircraft a few feet, such as after fueling, or when the line guy shut me down at a spot it wasn’t meant to stay in. This was $1800 when I bought it; the Redline Aviation website says they’re $2190 now. Asking $1000, you pay actual shipping costs. PM with interest or questions. *added: located in Tacoma, WA area* Selling because I’ve sold my Mooney.

Hi Terry! Hope you’ve been having fun soaring in “Sparky”. We definitely miss that cruise speed. As I said it is the extended canopy cover (Bruce’s terminology). It runs from the back of the engine cowling to the back VHF antenna, and down to the wings. It overlaps with the engine and empennage covers so there are no gaps. You can see the transitions in the overall profile photo above. I gave you a non-matched cover that came with the plane when I bought it. I purchased the Bruce’s covers afterwards.

I have, ready for winter, magic aircraft covers made by Bruce's Custom Covers. They fit the 252 Mooney with stock antennas and stock wingtips with 74" McCauley prop and stock spinner. They have holes for static wicks if your aircraft has them like mine. How are they magic??? Well, unless you're lucky, you're probably like me: Unable to find hangar space anywhere near where you live. I ordered these covers in December of 2019 when my hangar situation at the time fell through. I couldn't find any hangar space within a 100-mile radius, and prepared to park my Mooney outside, in the Spokane snow. The covers came in, I went back to the ramp, and I put them on....once. Two days later I found an ad for hangar space and got it! So you see...magic. These covers have only been installed once and sat outside for maybe several days--otherwise brand new. The exception is the main fuselage cover (Bruce lingo: "Extended Canopy Cover"), which is older (2012) and was used while the aircraft was parked outside from 2012-2015, but virtually nothing since then; it is still in great shape. This set includes the prop/spinner cover, engine cover (non-insulated), wing covers (not padded for hail), extended canopy cover, and full empennage cover. All of these are the heavier grade material (Bruce lingo: "All Year Use"). I will include a small tailcone cover that attempts to cover up the stab/rudder root area to prevent bird ingress. (This cover cannot be used with a static wick equipped aircraft.) This set will run you north of $2400 plus shipping if you buy from Bruce's. I am asking $1200 for the set, you pay actual shipping charges, which will probably be ~$120 or so (guessing based on size and weight of the covers). Or if you are near the Tacoma, WA area, you can pick them up. I would really like to try to sell as a set, first. Plus, I don't know if they lose their magic if you break up the set. Selling because I've sold my Mooney. As I said above, the covers are for a stock 252. Some numbers: The gap between spinner and engine cowl is 3/4 inch. The circumference of the propeller blades at the spinner is 10 1/4 inches. From the outside edge of the aileron, wicks are at 7/8", 17 1/2", 34". From top of rudder, first wick 1 1/2" down, second 15 1/4" down. PM with interest or for info.

The landlord bought a plane and wanted his previously empty hangar back. Not really a fluke I guess. Hangar space is still very hard to find. It helps to hawk the bulletin board at the Skyway Cafe, keep checking CraigsList, etc. finding one _IS_ a fluke.

Paul, my shop is having trouble setting up the fuel flows. After much futzing back and forth (7+ hrs labor that particular iteration...) it was basically working ok but was too rich at high power (FF >29 and rough, staining at exhaust). I had them correct it and now it’s a mess. Won’t even start right. The unmetered is way down near 5.9 or 6, which is too low (unmetered min 6.25) but they say they are having settings migrate between days and even run ups on a day. They want to overhaul my pump. TCM is concurring with their opinion. I did read somewhere that inability to get constant results may be a sign of pump problems (aneroid issues, etc.). Do you concur?

Six years later...would also love to know the outcome!

Can you confirm the numbers above are for the 360-SB2? I tried this test. Idle was ok at 750 indicated, full rich. I didn’t get any noticeable rise though doing the leaning test. My fuel pressure gauge was reading ~15 (!) at closed throttle idle. Looking at the log entry, the shop said they set unmetered to 31! They must be talking about some other setting. I will ask them. Also, updating on developments—the aircraft does pass the ignition test (mag test) leaned out. I did it myself.

Thank you for this. I will try the tests you described (edited from quote) next time I fly. Did you mean to say “The unmetered fuel pressure is only used for idle fuel pressure” in your last sentence?

I thought these fuel controllers were supposed to be altitude compensated? Although, I watched a video from TCM (via a FAAST email link I got; it was “hosted” by American Bonanza Society) about their fuel systems and they’re really pretty basic/simple.

There was no work done to the fuel system this particular time, when this RPM drop issue arose. But, it did recently (Nov) have the wastegate controller removed/readjusted/reinstalled and major adjustments made to the fuel controller following that re-installaton. (I wrote about this on the Mooney Pilots FB page: https://www.facebook.com/groups/2226961823/permalink/10155850677521824/). The unmetered fuel pressure was bumped up considerably, and I now conduct ground ops with the mixture vernier out about 1-1.5” (used to be about 3/4 to 1”)...except for run up and takeoff, which as I said I have always done full rich. Including after the fuel work, here at Felts (2000 MSL). But no longer, as of this last trip to the shop and subsequent mag work, which is why I’m really vexed over the recent behavior. The shop here insists that the FF numbers are all set up per book, and that it was wrong before. If it was wrong before, and is now correct, it was apparently wrong for a very long time. On my prior engine (MB), and this one (SB) before the controller/fuel work, I had a readable fuel pressure reading on the aftermarket fuel pressure gage that’s installed. It’s installed on the unmetered side, and reads up to 30 psi. Now it is pegged at >30 at almost any power setting save for idling on the ground or pulled back in the pattern.

They actually performed the test leaned out. (I also tried clearing the plugs via the method you describe here when I was testing it—no improvement.) It sat about 2 weeks this particular time.

I agree, it’s important not to take off leaned...that would be bad.

Looking for input from operators of TSIO-360-MB and SB engines. Do you conduct your ground run-up (ignition/mag check) full rich per the POH, or leaned? Reason for asking: I have an Encore-converted 252 with some mag issues. (Discussed the latest here). The plane was recently in the shop to have the TIT probe replaced (no other issues going in), and following that work, the shop said the plane failed the post-maintenance run-up due to excessive RPM drop. They re-timed the mag--a mag with <25 hrs on it since coming back from repair, discussed in the thread linked above--to 21 BTDC, ran it up, and said it was now good. When I picked it up I got excessive drop (>250 RPM) with good EGT rise on all cylinders, and notable engine roughness, which is uncharacteristic for the engine. (Typical is 100 RPM and no/little roughness.) The other mag was about 150 drop, also rougher than normal. When I asked them about this, they said they checked it again, and got good numbers by leaning it out. I've always done the mag check full rich, which is what's in the POH. And the engine was fine full rich before this latest mag work but with no other changes (save for a new TIT probe), which makes me wonder about what's going on. BTW I have read the threads about the validity/usefulness/effectiveness/pros-cons of on-the-ground mag checks, and the advantages/disadvantages versus an in-flight LOP mag check, and understand the issues there. I am not looking for input on those issues, only what you as a 252/Encore driver do when you perform an on-the-ground test. Or, A&P input on the issue, if you are one and have some. Also, I do lean aggressively on the ground but had always gone full rich for the mag check (and for takeoff, of course).

That’s interesting. I’ll ask them about this.

I’d love to get 700 hours. I’ve yet to get 100. The local FBO shop is sending them off each time, to Aircraft Magneto Service if I recall.

They are pressurized...they always have been. Previously -MB with Bendix (now -SB with Slicks installed) engines.

So if anyone is interested, the one overhauled in Nov that prompted this post is ill again (excessive drop, which was the warning sign every time the others died shortly thereafter). About 18 hours on it.

No. I don't think the 1200s physically fit in there. There may be other reasons. M20Doc posted the application data service manual above, which shows the Bendix options.

Thank you for the insight

Hey Hank, I found this thread on a search. Did you post your results someplace here? I had the same question about FW vs M plugs and LOP performance.