milotron

I like this idea a lot! I'll see if I can get this done.

I've got the same thing going on here. 48 and need the readers for the plates and reading the ipad, but less so for instruments except at night. I did the same thing, hanging off the end of my nose and it seems to work. If I could find those half size readers it would be perfect! I have progressives that I use doing computer work, but can't walk around or drive with them and really don't need to ( totally destroys depth perception, but I am just not used to using them ). Flying with them did not work well either so went back to the cheap readers in the plane, the same ones I now scatter around the house and at work!

Aerostars are my kryptonite...Several excellent threads on them on Beechtalk recently.

Great to hear. The belt drive unit is easy to service. The other one requires tipping the engine forward.

2 and 5 the hottest for me. #2 is next to the oil cooler so probably loses some flow there. #5 is doubled with the ship's probe so not really sure if it is high or low. #2 is typically about 20-30 degrees warmer on mine too and is what I use to guide cowl flap opening. Also, I think the oil filler door is over #4...Continentals have #1 at the copilot side rearmost cylinder.

Respectfully, didn't you just acquire the P337? Is this an addition or a replacement for it? I am curious as to what drives your aircraft choices as you seem to go through them frequently. iain

Hi, What is on the other side of the split alternator switch? I have a similar 262 but with dual alternators and that switch has the two fields on it. I would think the alt noise would show up in all comm modes, but you should be seeing 13.7-13.9 if the alternator is charging, and certainly not less with the field off. I had issue with my gear drive alternator causing similar issue that turned out being a nut had fallen into the alt, rattled around and thrashed the windings. Was this the first flight with the new regulator? The noise has only occurred with the new regulator? If the alternator is truly gone, the regulator might be working overtime trying to boost the field into producing anything. Agreed it may be a bad diode or two causing the AC ripple in the system.

Thanks, I do like it. It is no Rocket but goes pretty well. It also has almost the whole catalog of Mod Works options it seems! Mathieu was a great steward of her and he took good care of her. It has been great so far. I consider an upgrade ( like we all do...) but have to really stretch to find something that can do all it can with any kind of improved utility or performance. I end up in Aerostar or Meridian territory and well outside my paygrade.

I wonder if that was my plane before it was sold to me...it lived in Lachute QC for awhile. Owned by a chopper pilot.

Congrats, and welcome to the TKS 262 club. Mine is a twin to yours but with blue. Do you have the one piece belly? It looks like a beacon antenna down below. The 262 is a great plane. All the good bits from the 252 and previous generations.

I also own a 262. The previous owner developed a ridiculously huge checklist book (yep, a laminated, spiral bound book) that I don't use. He is/was an offshore helo pilot and I guess it worked for him. I found a 252 checklist on the internet and it works perfectly. Operationally there is no functional difference between a 262 and 252. The checklist doesn't that you have a 14V electrical system instead of 28V.

I just ran mine yesterday for a couple of hour in the air as I had not run them in awhile. It took some time, but all of the panels were wet. Some areas definitely took over an hour to soak out. The tail/rudder was the last to wet on mine.

Remember that the M20R is non-turbo. The turbo is hard on oil and samples will reflect this. Comparing analyses between different engines will be less helpful. the blackstone analysis should have 'normal' values derived from their sample data and that is a reasonable comparison over time.

My last testing on my MB M20K: Iron: 63 Copper: 4 Chrome: 8 Alumin.: 12 Nickel: 18 1550 hours with bottom end IRAN at 1300.

Check for a broken wire at the alternator. i had the same condition and the large wire had broken at the crimp connector and making intermittent contact but was hidden by the rubber boot over it.

Love that Omega...

Interesting on the Precise Flight System. I have never actually tried mine before as I was unsure of it coming back to the 'normal' vac source without issue. Had you ever operated that standby system before the failure or was this the first time? I really should try mine out at some point before ever using it in anger. iain

I have a non-FIKI TKS system on my M20K. Aside from a backup fluid pump and heated stall vane, it is identical to the FIKI version. Same panels, same fluid flow, etc. They couldn't certify it on my aircraft as it has the 262 mod which they don't have an STC for, only the 252 version. Part of the requirement for FIKI is dual alternators, which I have but it is not a virgin airframe. It is an effective system with low maintenance. I have chased some minor leaks on mine but a seal kit for the entire system is less than $100 from CAV. Fluid is expensive for me in western Canada primarily due to crazy shipping costs. Nobody stocks it locally and FBOs here don't carry it. I don't plan for icing routes as one shouldn't, but it is great to have some confidence for an out if it is encountered, and I have used it several times for this.

Further reporting... 40ppm (!) during climb at 1000fpm to 12,000. 2ppm when level. 20ppm during approach with gear down. Action plans unless others have ideas: Replace the rudder pedal boots. I know I can see daylight through one of them, Pull carpets and ensure all tape is actually, well, tape and not turned into dust. Have exhaust system inspected/pressure checked. Turbo was replaced 50 hours ago; maybe something there, but no obvious signs of exhaust leaks at this point, nor when I changed oil 1 month ago.

As an update to this thread I have had a couple of flights but not at higher altitude. CO readings peaked at 8 and only when taxiing at low speed. Cowl flaps open and closed; LOP and ROP; climb, level and decent. No CO measurements above 3. No sign of exhaust leaks during a quick inspection with the cowls off. I have another flight in the teens coming on Monday so will monitor closely again with the CO sensor and sat levels. The smoke is gone, replaced with torrential rains, so there is that factor too.

I I tie down outside with no practical way of doing my own O2 fills. I would be trucking the bottles around and far more work than I want. To O2D2 is coming soon. If I don't go to a PA46 in the next couple of months I will get that setup for sure.

I'm Canadian. I'll wear a mask so you don't have to! Then apologize that you aren't wearing one...but I digress, eh.

Thank you everybody for all of the input on this, I wasn't expecting that much interest in this post! I'll check the CO closely. I have a Sensorcon(?) unit that I got through this site but don't always have it out. I rarely saw anything over 10 and only on the ground when it was. I wonder if the forest fire smoke has a CO component that may impact this?

They definitely went up and down as O2 flow was varied. I dialed it down a bit at one point and saw 95% before I dialed it back up again. Still feeling it behind the right eye even now. Altitude flying tend to affect me like this, but this was one of the worst, and with the O2 being used and monitored I wasn't really expecting this. Certainly more work required on this.

Interesting. I'll check this next time I am up.