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M252

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Everything posted by M252

  1. Thank you all for the excellent suggestions! We’ll replace the fluid, clean the caliper etc. I will keep you posted.
  2. I have been flying my 252 for 7 years and several hundred hours across Europe. From time to time I have seen brake defects on the left main gear/tire and blamed myself that I pushed the brake paddle too hard. However, recently I have seen more significant defects on the very same left tire, which prompted a tire replacement too soon after replacement. I have been exceedingly careful not to apply any brake power during and after landing. My hypothesis is that the left brake is somewhat locked during landing causing the fast erosion of my tires (with a typical "brake plate" on them). This could be a malfunctioning brake system keeping the left wheel locked after take-off (after which I apply brake pressure before moving gear up). I always check the parking brake before landing that it is not engaged, I also do not use main brakes during landing, but potentially the left is slightly engaged when I use rudder? Has any one seen this in a Mooney? Any idea what the culprit might be? Thanks, Udo
  3. For those 252-drivers who already removed the diverter valve: were you able to re-use the existing hose assembly that connected the diverter valve as the new bypass or do you really need the new hose for the TSIO-360 MB?
  4. Curious to hear what other M20K pilots do with this CSB... And what impact it had on priming etc.
  5. Any hints on a fast and cheap supplier for the 2 parts for TSIO360-MB1?: - 2024 Plug, 13-27 - 646644S4S24.00 Hose Assembly
  6. Is this just the cylinder? Part No 21507-04 ? I believe the assembly has following part number: Part Number: 895-08015 Description: Oxygen Cylinder Assembly THANKS
  7. Appear to be having the same problem. On my last IFR flight the KCS55A system just worked fine as it did over years. The slaving mechanisms has always worked for the last 7 years when I bought the 252. I also have a KR87 slaved ADF indicator, which turns perfectly aligned with the slaved HSI. On my last flight I noticed that both HSI and ADF indicators would not turn. Upon switching slave to free and back to slave both indicators turned as expected. However, at the next turn the same issue happened (no turning). I had to switch slave to free and back to slave to get them moving. On the ground same behavior. Switching the main switch off and on does the same trick, both indicators would correct. It seems that power needs to be interrupted to trigger movement. It seems that KG102A works well, however, the indicators are not fed with the signal to correct unless power is switched off and on again or from slave to free and back to slave. The small indicator next the slave switch does show the delta after turns but corrections only happen as described above (switching main power off/on or slave/free/slave). I was wondering if someone may have identified the root cause of the culprit?? Thanks!
  8. Thank you for the excellent hints. I have forwarded them and will let you know what they found.
  9. Thanks for the hints, I think they have replaced all spark plugs, the engine is mid-time. Maybe the valves need to get more attention. I'll let him know.
  10. Unfortunately, an old EDM 300, do not believe you can download data from that
  11. A friend of mine operates a DR500 (not a Mooney), however, as it is equipped with a Lycoming IO-360-A1B6 engine I thought that maybe some you M20J operators have an idea: - He has been experiencing a rough engine, especially when the engine is warm - The engine also runs rough after fuel stops or when going around. He notices vibration “in the feet” - Also, performance is reduced - When he runs the engine at idle there are irregular (ignition) interruptions associated with reduced RPM - When he quickly pulls back the throttle cylinder 1 cools more quickly than the others The fuel injection system, ignition system, governor and magnets have all been replaced. In addition, they have also checked cylinders and valves.
  12. Thanks, I agree that 15-18° is not a lot to capture the final approach on GPS approaches etc. I tend to slow down to ~120 KIAS on any IFR approach to help. So it seems I am seeing normal KAP150 behavior.
  13. I am aware of the relationship between speed and bank angle but the bank angle is always the same on my machine. Do you see different bank angles at different speeds with the A/P engaged (HDG mode)?
  14. Hello Mooniacs, what typical bank angles do you see on your Mooneys with a KAP150 A/P installed? I see about 15-18° bank and it is always a standard turn, i.e. I never see steeper turns. I was told the KAP150 can do up to 25°, which I never see. Trying to figure out if this is normal. Thanks, M252
  15. That is interesting! My AI was actually bench-checked last winter and was OK (it is only ~150 h after the last overhaul). So it seems that A/P misalignment and/or the GDC31 could be my issue.
  16. Thank you jclemens, I will share the result once I have it. May take a couple of weeks... A diesel engine would be great if it can replace the TSI-360 in our Mooney M20K . Don't see that coming any time, soon.
  17. Yes, the KAP150 is in HDG mode for both HDG and GPS on the A/P selector of the GDC31. ??, your surname is German :-) The best avionics shop on this side of the Atlantic is Avionik Straubing in the southern part of the country - I will talk to them.
  18. Yes, that is right, hand flying works with centered needles on the magenta line. I will fly to the best avionics shop that we have over here. Thanks again
  19. However, the plane actually remained left of the "localizer" and you are right pics taken after coupling after FAF.
  20. Thanks jlunseth. - Next time I will leave the GDC31 in GPS mode. One very helpful thing I learned today :-) thanks again. - I am also confused why the AP banks to the wrong side. I will ask an AP expert next week. I have observed this several times... I will post what I find...
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