Bryan

The 750 and 345 are so intuitive you won’t have an issue.

Sending you a PM.

@DonMuncy, I might be interested. Let me check mine to ensure that I don’t already have them installed. I would like a slight pushback from the yoke. I normally scroll back in cruise anyway as I have a yaw dampener.

I have an issue on #2 but figured it was a spark plug sensor vs. the bayonet plug because the factory installed probe is hogging the hole. I found out I had at least two easy options: move the spark plug thermocoupler to the top spark plug, or purchase a “piggy back” sensor that shares the location with the factory probe. The latter was on $100 from Spruce. JPI EDM 700 as well.

My Sensorcon Inspector unit is less than 6months old from molex by recommendation here. I think it is working because normally at a climb i show 11-15ppm and maybe saw 20-25ppm this day on the climb but when I realized the problem and pulled back for level flight it went down to below 10ppm and never alarmed over 30 (or 50), I forget. On the ground, with the door seal deflated and the door cracked, I did notice it higher but nothing off the charts. In fact, normally, in cruise, when I pull my cabin heat it goes from 5-9ppm down to 1 or 0ppm (normally). Again, more information (even the firehouse method) is better than no information. Thanks all.

@jaylw314, thanks for the link. I will try to get one ordered. And yes, I said "CO2" but mean "CO" earlier in the post. @kortopates Yes, you are correct - not #6 but #5 - my two odd (co-pilot side) exhaust gaskets had blown. These will be added to my oil change checks. My mechanic did mention that we might have to helicoil the missing stud hole but would examine when we drop that exhaust side off; won't know until we get a closer look. Same for the re-surfacing of the exhaust port. I think I found the replacement stud part number: (TCM 402044P003)

UPDATE: Was able to go out to the plane today after a great Easter Holiday with the family and inspect the issue. After reading your comments, I am very thankful to be able to be here after what could have been bad. I first removed the inspection panel but nothing visible we could tell besides the soot aft of the access panel on the cowl as shown in the picture above. We continued to remove the cowl and my mechanic just happen to stop by the airport to drop something off to a hanger neighbor. Great timing! We got the cowl off and no visible signs of anything on the inside of the cowl - nothing burnt or discolored as evidence of anything - to the cowl. After a quick look at the turbo and V-Band clamps, all is tight and no indication of leaks or cracks which also confirmed my pre-flight check at the beginning of the day. All was very solid and in-tact. Following the exhaust up, we found the source pretty quick - it was the exhaust gaskets blown on #3 and #5. In fact the outboard exhaust stud and nut was missing from #3 completely. #5's outboard nut was backed out and not tight at all. It appears that these exhaust gaskets were the "no-blow" style as they were still in-tact but will not be re-used. Very lucky to not have caught fire or worse! We are ordering all new NUTs and Gaskets for all 6 cylinders even though we might only need to replace 3 sets of them and at least several studs to replace the missing ones and the ones that need to be replace for removal of the system. I have the part numbers for the Gaskets (630365) and the Nuts (22022) - "using two gaskets per exhaust port, concave sides together" per the Continental SB14-8. I need to find the replacement stud part number. Anyone have that manual digital for the TSIO-360-SB they could PM me? Or a link? My A&P that happen to be out at the airport on Easter Sunday and gave me an hour of his time to take a look said he has the manual in his office and could get it tomorrow. He said after replacement of these parts we would pressure test the exhaust system for leaks and compression check the jugs. I have learned some very good lessons in this deal and hope someone else does, too. Engine monitors are invaluable - trust what they are telling you and process the information to stay as safe as possible. Thank you everyone for your help in the opinions and insight into the possibilities of what could have been a lot worse.

Figured so, that is why I want to go to the EDM900 to be able to remove the factory probe and gauge. My current setup shows #2 with 50* above the others normally, this with brand new baffles. JPI says I can move the spark plug to the top cylinder but figured I would start with a new probe.

Good to know; I’ll look for that. My #2 CHT reads higher than normal b/c that is where the factory bayonet prob is located and the JPI is on the bottom spark plug. Piggy-back adapter ordered to replace the spark plug to take its reading from the same location as the factory probe.

I see that plug now, above the JPI display and to the left. I will dig thru my box of goodies to see if I have a matching cable. If so, I doubt I have any computers with a serial connection any more but might find a COM adapter for the serial to USB now days. I had thought about upgrading this to the JPI 730 (and still might) but that $1300-$1500 might be better to go toward the 900 with new CiES senders; still undecided. I want/need data logging and download to upload to Savvy. It is literally my next step for this plane. Again, this 252 is new to me but I had a 231 and an Executive before. I do check the tailpipe for wiggle at preflight but my turn-around in Oklahoma was only 30 minutes and my abbreviated preflight does not normally include that check a second time on the return flight. Might better include that every time now I know the elevated risks. The plan is to decowl tomorrow and investigate the source of the problem. Next step is to get my local A&P to also look deeper but it’s nice to have MS (you guys) to start with things to narrow the search. Thanks, will report back.

No outputs on this one, just screws, buttons (step/lean find) and a blurry picture.

Ahh, just got the CO “carbon Monoxide” vs. CO2 reference. Yes, serious stuff, thanks

I am just assessing the data after an uncommon observation in flight. I had the detector and use it as part of my scan. I will not fly until proper assessment can be made. The “stain” seems like exhaust suit and wipes off like it does under the belly, not burnt paint. I can easily remove the panel but probably a decowl and inspection is in order. Ron Fisher at All American’s home field did the annual before I acquired the plane in February. He is familiar with Mooney’s but not an MSC.

I have a sensorcon CO2 sensor in my cockpit and pretty low (normal) readings today. It’s right in my face so I would notice higher CO2 readings. I will de-cowl and take a look. Thanks for the input, will get someone to look for leaks around the turbo and V-Band clips; no idea on their last inspection. The plane has a fresh annual.

Did a short hop over to OK from AR for a buddy that needed to pickup his 172 from the shop. Flight there was normal, we flew over at 12,000 and landed without issue. On the way back, solo, I filed for 17,000. Runup was normal. The runway was rough and I was concentrating on keeping the bouncing airframe in ground effect to build airspeed to notice the Turbo (or not) kicking in. Fast forward several minutes later, I look down and my MP is near 36” instead of the normal WOT (wide open throttle) 39” (Encore 252). I work the throttle in to make sure I didn’t have a knob back and make sure prop and mixture is full-in, and continue to watch the MP. It slowly drops as I climb. I contacted ATC and asked to level at 15,000. At this point the MP had dropped back to 32” at WOT and CHT #3 (right above the Turbo) is 40* warmer (or more) than normal and higher than normal EGTs. I have the older EDM 700 with no data logging so no data except for pictures of the display. I pulled back everything and cruised the rest of the flight with more throttle than usual but at 28” at 15k (assumption very little Turbo help) and landed back home no issue. This is a new to me 252 Encore and been noticing some white exhaust suit coming out or staining the access panel for the fresh air intake, picture attached. Same kind of stuff on my belly from the exhaust. I am thinking I had some type of Turbo failure but unsure. I’d almost like to take it out to the runway and run it down the runway with full power to “feel” the turbo kick in (or not) but worried about further damage. Obviously abort the TO without feeling the Turbo kick in and mangaged back down by the automatic wastegate. Thoughts? Should I try that or just pull the turbo and send it off? -bryan Note: The picture of the EDM 700 was not in-sync with my capture rate with my phone so every other readout is offset. Notice #3 bar graphs compared to the others.

I have a GTN 750 and a GTX 345. The TrafficTrend is great displayed on the 750 and Garmin Pilot in my iPad. I think the 345 does this work but unsure. Both GP and the 750 display the EXACT data in real time. If each is doing the trending itself, they are perfectly in sync. This is why I think the 345 is doing it and not sharing the tech to FF. FF’s traffic display (and tending) is not as good, IMO. As others have said, the AHRS in the 345 seems like a lesser AHRS just so they could check that box for the IPads of the world to market the 345. Everything else about it is GREAT! I wouldn’t trust the AHRS for hard IFR in a vacuum failure (Ki256) but don’t have much else currently. I don’t do a ton of hard IMC until I can get a proper backup AI. Invalid info, I think, it worse than no information. At the point my engine driven backup fails, I will use my electric backup pump until I can get a KI300 or something else that can drive my A/P. I like the slide-in replacement for the Ki256 and removal of the only thing that is using my vacuum. If it ever comes to market.

Beautiful flight home tonight from the TX Mooney Formation Clinic at KHYI (San Marcos, TX) back to Arkansas.

Thanks for the great event, @bucko @"Chocks" @gsxrpilot. Can’t wait to come back down for a mini flight clinic later this spring. Great BBQ, too!

UPDATE: In my earlier post, I say that I could not use the GPU port with the big batteryminder charger. I found (accidentally) a way it works. I power on the (28252-AA) charger I can start it in GPU mode or charge mode. You can also easily switch modes, but I found when starting in GPU mode (power supply mode) it flips the relay over (click sound) when powering the plane and then allows you to go into charge/maintain mode to maintain my battery by switching back to battery. Voltage and battery conditioning works fine thru the relay. I might still make a direct connection to the battery but I am disputing my first comment about “you cannot do this from the GPU port” because you can.

I have this out of a 14v airframe.

I carry a little extra altitude with my CPL (training) PO 180s only because once I have the runway made I can loose altitude with full flaps and speed brakes to hit my spot. The last maneuver I have to master is eights-on-pylons then I can take my practical.

Inspect, Repair As Necessary (or some variation of that)

Thanks for the response. I found this on SkyGeek that is clear RTV108. The 106 appears to be a red version. If you remember it being clear, this is probably it: http://www.skygeek.com/rtv108-3g.html Thanks again.

What RTV did they tell you use? I have this same version. I replaced the curly hose and might have another small leak as the auto pump reinflates every five minutes or so. Going to soap it down to find the leak this weekend.

Yep, like others: Harbor Freight, Home Depot.