N252CG

As President of EMPOA, the European Mooney Owners and Pilots Association, I feel obliged to reply to this topic. First of all: sorry to all prospective members who did not get a timely response. Several reasons for that: contrary to many other aviation associations with a predominantly virtual membership, EMPOA does not employ any paid secretaries or the like to work on membership issues. All EMPOA personnel is doing the stuff on a 100% honorary basis We all have full-time work obligations and take care of a 300 member association totally in our spare time. Our chief treasurer Mr Lucks runs a tax consultancy with offices in three different towns and EMPOA membership acceptance is done by him once a month. We have nevertheless listened to your feedback and every prospective member should now get an automated eMail that his membership request is being processed and we will get back to him/her as soon as time permits. Regarding Peter Fischers statement: new members are always welcome and the fact that we have constantly grown our membership base and participation at club events makes us believe we are on the right path. We cannot comment publicly on the reasons for the refusal of membership to Mr Fischer. EMPOA has decided that doubts about a prospective member should better lead to refusal of membership than to possible differences at a later stage which might affect the club as a whole.

I have an 1986 M20K 252 and pretty proud of it. But I do have a problem with the engine that I can by now almost predict on hot days. After the plane has sat all day in the sun it will start up very nicely but when applying take-off power the engine will quit. If I put on the low boost pump it will not quit and continue running. Mostly in the flight levels above 100 and some cooling it will operate with the low boost pump off but I have had one flight lately where it would start to run rough and stop if not re-engaging the low boost pump (maybe not enough cooling time). Next morning and with cooler temperatures normal operation. This happens with outside temperatures above 90°F (33°C). This is clearly temperature related. First I suspected vapor lock but now I am not so sure about this since vapor locking should terminate once it has been pushed out of the system once. The fuel pump has recently been revised but I still suspect some problem with fuel pressure or maybe an air leak somewhere in the system (there is no fuel leak noticeable though). The maintenance shop believes it might have something to do with the fuel selector valve. Any ideas on how to proceed with troubleshooting?