geoffb

I haven't used a strobotach in something like 30 years. Fun artifact you have there. I'm going to put a optical tach on it as soon as I have time. My question is more related to adjustment of the tachometer if I find out it's really reading 8% low.

Fresno for a couple nights and back. No photos. But can report the service at Signature at FAT was excellent. And merely expensive, not stupid expensive.

Service manual mentions two options. 231s apparently used one that was counter based connected to the leads from the mag switch, not unlike a Horizon I assume. 252s apparently had one driven by a Hall sensor in one mag. Not sure which I've got with a 12V plane and a -MB engine with pressurized Bendix mags. Need to look more. And get another photo tach to check again. 180 rpm difference between my tach and balance rig has me concerned.

Went for a prop balance yesterday and the phototach on the balance instrument was showing significantly off from my installed tach. Looking through the SM I saw no mention of an adjustment. But being electronic counters, how could it be off 8%

Jeff, thanks for that. Mine could use all the lightness I could add. Guess the starter isn’t the place to look

Now if I could just make time to get through that KI-256 alignment we talked about three months ago.

There are two STCs. Mod Squad (MooneyMart) and The Mod Works each had there own. Only real difference is one used a vernier knob to actuate the cole flap and one used the motor actuator from a 252. Neither STC is available? I suspect getting the cowling and cowl flap hardware would make it close to impossible and certainly impractical to do another one. For what 252s seem to be taking, considered a Bravo?

Bob Weber will know.

Agree with the above. Transition training for someone with several hundred hours of Mooney time seems unnecessary. I went from E to K this winter and like Paul, my first flight was solo. In fact, haven’t managed time to get my instructor friend in it. Flying it is the same except for the added weight. I actually think the K is easier to fly and much easier to land. At least with the 262 conversion, if you fly it around at low-ish power, low altitude and the cowl flaps open, I don’t think you can hurt it. And with mine, 120kt full power climb it runs cool. But engine management in cruise, trying to find the combination of rpm, manifold, fuel, and cowl flaps that’s does what you’d like is still a work in progress for me. I don’t have cht issues, in my case it’s TIT that’s driving my settings.

So far, I wouldn't trade the built-in system. For convenience it wins, hands-down. In fact, just sold my 22 cu ft portable to a friend to fund a small, emergency system. On 76 cubic ft I flew to Bakersfield and back in the high teens-low flight levels, then the wife and I flew to Palm Springs and back all above 15.5. Something on the order of 28 man-hours flying being generous with the flows. Still had gas left. Was going to build my own system until I found out the local maint shop would fill me for $35.

Bonanzas that have a plain steel wire in the leading edge piano hinge have experience corrosion. Bonanzas with stainless wire in the piano hinge have not. There's an SB or similar describing this. Not sure it's been fully attributed to the presence of a TKS system or not. I'm sure the CAV folks will chime in. The fluid is water, IPA and ethylene glycol. The water would seem to be the most component most concerning for corrosion As a new TKS owner myself, my question is, is the plumbing in the system particularly fragile? I see some drips from the belly when I run mine.

Coming home from Twin Falls yesterday. 35 kts on the nose gave time for sightseeing

Pete, we were in there late August last year. Other than the parking area being a little soft because of the irrigation, it was fine in the E. Feels narrow on approach, but really not that tight. Have you been in there with the 231? Was thinking I'd take mine new plane. Probably take the inner gear doors off for grass ops.

Cavanaugh is a fairway. As long as your comfortable with the length its no problem.

I'm new to the Continental, but mine does the same. Seems to be emulsified crap collecting in the separator and heading out the vent. Was worried about it until I changed the oil and no trace of moisture in the sump. So, I guess it's normal My Lycoming didn't have a separator, so it had a clear discharge.....

My E was pretty light and I didn't hesitate to operate it off grass. Didn't make it to JC or Smiley, but by all accounts it would be fine, and probably the same for an O. Watch the videos of what goes in and out of JC and decide based on that. It's pretty long, pretty smooth. Lot's out there on youtube to help you reconnoiter. Just don't think that because Painter got his C in and out, that it's good for your Ovation. A C or E is a much better short/rough field performer. And as mentioned, it's hard on gear doors, props, paint.

Mine’s on #1, but that’s on a -MB

So built-in drag?

Sorry, it's been sold.

I'm jealous. Miss Piggy (my 262) is a solid 10 kts slower at that altitude and fuel flow. I know the TKS and hot prop are taking some.

The K doesn't have the interconnect between stabilizer and elevator that the E had, but does have the big block of lead on the control shaft that keeps the elevator full down at rest. Have to admit I don't understand the mechanics of it yet. But, what I do notice it that in cruise, at all weights and with as much CG change as I can muster, it's running with up elevator. Thought maybe it was the AP not auto trimming correctly, but even if I hand fly and manually trim, level flight has some up elevator. I assume this isn't correct and must be costing me speed. This a rigging issue? Reading the maint manual leaves me baffled.

Mint. Installed in 2003 with a total of about 170 hours on it if I remember correctly. 14/28V. No display issues, no cosmetic issues. Includes new Avidyne install kit and the old GA-56 antenna. $4,200 shipped CONUS. Will take PayPal. Removed for a 530W as that was my easiest route to get the hangar queen to ADS-B without adding another antenna, otherwise I would have kept it.

I've been in and out of South Lake Tahoe, no issue getting off the ground, just respect your initial climb rate. Weight of course is not your friend. But the 20E at gross had half the runway left at 100 AGL (4000 ft), but it was about 35 degrees, so don't know what the DA was.

that's true, with the 262 I'm enjoying flying higher. 2,300 RPM at 190 is pretty nice and so far I don't mind the nose-hose

I've been in an old DC H10-30 with Headsets Inc ANR for about 20 years. Works fine. My wife finds it very uncomfortable, so I recently got a DC One-X for her to try. When alone, I've been using the One-X and it is more comfortable. My old rig never actually bothers me, but the One-X is lighter, ear pads a little more comfortable, fits smaller which is good for my head, battery life is better and Auto-shutoff is nice. But it's not any quieter than the old one with retrofit ANR.