wpbarnar

Any error messages when you first power up or use the test function on the display?

60 hrs in 7 years for a TSIO 360......., Being concerned about Internal corrosion on the engine is a good place to start but there are other areas to be concerned about. The fuel injectection system contains a bunch of O rings or elastermer seals...The fuel pump rebuild for most TSIOs are typically twice as much compared to non T'd engines. Don't know which variant of the TSIO you are looking at but there could be other expensive components that will suffer from low use and long calendar time. Factor all this in if you are making an offer to buy. Bill

Call a Lycoming distributor, they can be the middle man that can actually help. You probably still qualify for the Lycoming factory reman at an overal price. Factor in the what all you get new in a factory reman (mags, fuel system etc..) when you run the numbers. I also believe an engine with a pedigree and 0 TSN adds resell value. Jim at G&N Engines was easy to work with for me.

I use somewhat similar performance numbers in ForeFlight. This is what works for me when my K is flown in the mid teens. Climb TAS: 100 Climb GPH: 25 Climb FPM: 850 Cruise TAS: 175 Cruise GPH: 12.8 Descent TAS: 190 Descent GPH: 10 Descent FPM: 700

Philiplane You are correct. I incorrectly used the term rheostat. I was referring to the two rotary control switches for the panel and glare shield brightness. I found a box in the avionics bay that I believe to be the dimmer, but not 100% sure. I am still in the early stages of trying to comprehend how this whole system works. A lot of different boxes with hard to trace wiring between them. Bill

'97 Encore. Adjusting the rheostat to increase the panel light brightness, makes the fuel level and oil temperature gauges dip or decrease slightly. The glare shield lighting rheostat does not affect the gauges. There is also a high pitch whine on Bose headsets connected via a lemo jack that increases with panel brightness. I and others are thinking this a ground problem. Any help out there leading me to a specific ground point? Or is it possibly something else and I am jumping to conclusion on the ground. Bill

If I don't use the switch to turn off the Aspen during shut down, it thinks there has been a power failure and switches over to the internal battery for power.

Make sure you install iOS9.1 before upgrading to FF 7.4. I did not and the new planning feature in FF 7.4 would not work. I had to delete FF and reinstall the app to fix this. This is a pain as you lose all your data, documents, charts...etc Bill

I experienced problems earlier this year with a similar pump installed in an M 20K with a TSIO360SB2N. If it is a case where the pump needs internal hard parts ( more than just seals ) you may end up dealing with T C M. Mine needed the metering rod which controls the mixture. Ended up having to purchase an overhauled pump from T C M as they would not sell that part to the overhaul shop. Cost me extra time shipping the pump around and waiting on the first shop. If time is important to you, you may want to ship the pump to TCM in Mobile Ala Their service was good but it came with a price. Bill

Your fuel pump is highly suspect. The mixture control is incorporated into the fuel pump on a TSIO 360. As Clarence suggested have TCM SID97-3 performed first. Use a mechanic or shop that is experienced with this TCM fuel system. Trouble shooting by someone without experience will be time consuming and expensive. If the fuel pump is bad, your best bet is to send the fuel pump to TCM for overhaul. They do not sell individual components for that pump so your favorite overhaul shop may not be able to overhaul it properly. My comments are based on a recent experience with my K model. Bill

One indication of a engine being vapor locked is: with throttle open, mixture rich and boast pump on, you will see fluxiations on the fuel pressure gage before it peaks and stabilizes. If it is not vapor locked it will peak and stabilize quickly. The fluctuations are the vapors being displace by liquid fuel. Vapor locked engines that have not been fully purged will often fire but then stumble and die. Is this a case of just being a pain to start or just won't start? If the engine just won't attempt to fire when hot, I would suspect a coil(s) breaking down due to heat and not providing enough energy. Often the mag is overlooked when diagnosising hot start problems. Just because it ran good in flight and checks ok doesn't mean it will provide enough spark energy when it is hot and at starting RPM. I am not familiar with the single drive mags. Does anyone know if both sides are retarded and firing during cranking or does only one side fire while cranking? If it is the later, I would really suspect the mag. Bill Bill

I wonder if the trick of using compressed air to empty the oil filter has unintended consequences? If you over purge the filter, you will also be displacing the oil in the galleries and journal passages with compressed air. How much does this contribute to a dry start? Think I will stick to draining and mineral spirits for the clean up. Bill

I am not a J model owner, but the baffle seal in the corner looks suspicious. Can the seal for the rear flex up and seal against the top cowling or is being held down in the corner by the baffle seal on the side? Need to make sure you don't have a gap in that corner. Bill

Check out http://www.protorquetools.com/. You should try and buy a wrench that is mid scale for your typical torque needs. Torque wrench are as not as accurate on the high and low ends of their ranges. Some times you need multi able wrenches, such as a 1/4" drive that ranges up to 150 lb/in and a 3/8 drive that goes to 500 lb/in..

Thanks, I now have the correct time set! The generic POH for 252's does not mention the clock. I need to look again in the POH specific for that airplane. Thanks again for the help Bill

Does anyone know how to set the time on the panel clock/timer pictured below? It is in an '97 Encore. The mode button toggles it between the clock/timer mode. The other two buttons control the start/stop and reset functions on the timer. I have tried different combinations of holding or pressing multiple buttons trying to get it into a mode to set the current time with no success. Bill

What happens to the nose wheel during tight radius differential braking turns? I can turn my K model in a tighter radius on the the ramp with differential braking than I can with a tow bar or normal steering. Does hard differential braking turns exceed the limits on the nose gear, causing potential damage? Bill

Where is the correct point on the flaps for measuring deflection? I have ordered a service manual but it has not arrived yet. The flaps in the take off position of my K model look visually much less than my friends's J model. I placed an angle finder in the middle of the flaps and measured 6 degrees in TO and 28 degrees Full versus 10 & 33 according to the POH. Bill

Thanks to all for your help. After talking to Mooney today they directed me to a MSC for purchasing parts as they do not sell direct. Don Maxwell provided me with the correct part number and some direction on where I could possibly find the probe cheaper than the big name suppliers. FYI an Alcor 86146 works for my particular M20K. Bill

I am a new Encore owner looking for help tracking down the correct part number for the CHT Probe in a TSIO 360 SB. It is a 1/4 turn bayonet style which I assume to be manufactured by Alcor. I tried contacting Mooney today via all the contact numbers listed on their web site, but never was able to connect with a human. Is this typical or just a Monday after a holiday weekend? Bill

New Mooney owner and new to MooneySpace. Can't comment on Mooney/MT combinations specifically, but I do have a fair amount of MT experience on another aircraft and offer the following. Due to the wood core and composite construction the blades are almost infinitely repairable. No such thing as a blade becoming too thin and needing replacing. Other than a gear up landing, you should never have to replace a blade. The blades are prone to paint chipping just aft of the erosion guard / metal leading edge when flown in the rain, If you see rain on your windshield, slow your prop down as much as possible! The MT factory service center in Deland Fl is second to none. Excellent work and they deliver as scheduled and priced as quoted. Flight-Resource.com in Wisconsin is a good place to start obtaining prices if you are interested. They a big distributor for new MT propellers. I have never flown their scimitar type blades, but their wide cord or -25 blade is impressive. Pulls like a freight train from slow airspeeds with no compromise to top end performance. Shame It is not STC'd for any of the Mooneys. Bill