shawnd

And another question - guessing 0.5 mm is the standard to use for cowling? AS has a 1 mm option as well

Thanks A64Pilot...QQ: by brown 1" wide teflon, you mean: Teflon™ Coated Fiberglass Anti-Chafe Tape? https://www.aircraftspruce.com/catalog/cspages/tefloncoatedtape.php?clickkey=6458

Bringing up an old topic but wanted to add some information to the thread to help others out. You can buy individual 3M's 5421 from this page on ULine: https://www.uline.com/BL_6117/3M-5421-UHMW-Film-Tape NOTE: The 3M Adhesion Promoter 86A pictured in the post above turns out is not recommended to be used on aluminum so usage for the cowling looks like a no-go. "It is not intended for use where the acrylic adhesive would be in direct contact with aluminum, stainless steel, carbon, steel or glass." Source: https://www.3m.com/3M/en_US/p/d/b40065478/?preselect=8762770 Looked through the other adhesion promoters on 3M's site but none fit the bill. If anyone is aware of any for Polyethylene - let us know! Shawn

When in November were you planning on coming to KAWO? There’s a CFI-I who could help depending on timing - he is scheduled for surgery and won’t be able able to act as PIC for a bit after that. Or I could be your safety pilot if all else fails.

That sounds nice but unfortunately a bit restricted on time . I will have to plan my next trip out there a bit better.

I am visiting Berlin for a conference late October and was wondering if anyone from around there would love to get together. I am talking to Aerotours at Strausberg for a fun flight to get some international logbook entries as well.

Hmm haven't had that happen to me, but you can get a estimate over the phone with the MidContinent folks. Contact the California folks at Van Nuys.

For what it’s worth, I had the gas lens on my KX165 switched out with LED ones for about the same price by MidContinent in CA and had a 3-day turnaround time. They painted the raised surface and it looks brand new! https://www.mcico.com/

Few folks above said 69 and 70 PSI for Lycomings are worrying. Why? If it’s in 50s I would investigate. Curious about it. Thanks.

I would recommend checking the voltage regulator while you are investigating this. With a busted VR, your alternator field circuit isn't going to be powered and therefore no output from the alternator. Also, ensure you are not drawing power when the master is turned off. There's alternator/vr troubleshooting guides you can use: - Hartzell: https://hartzell.aero/wp-content/uploads/2015/10/Alternator-Trouble-Flowchart.pdf. - Plane Power: https://planepower.aero/aircraft-alternator-support/troubleshooting/

As @carusoam points out, the valley between Olympia (KOLM) and Portland area (KPDX) is an ice factory during winter, which here in the Pacific Northwest starts at about Sept . Mine didn't have TKS, but if there was one available on a 252 when I was shopping, I would have paid $40K extra easily for it. Being able to utilize the useful load is the motivation rather than being on the ground.

Welcome aboard Pinecone and welcome to the 252 family. Good call on getting an encore!

Wanted to post an update as I am jumping with joy over here. Despite the lower numbers for the static ground runs, the airplane performed beautifully and the prop easily climbed up to and maintained 2700+ RPM during takeoff. Wanted to share in case others run into this conundrum in the future. It was a suspenseful run-up and takeoff run as I was quite sure that it would be hard to get the 200 extra RPM, but voila! My mood improved drastically as the rest of the 2 hours ticked by at 4500 feet. Good to know that every engine is a bit different and sometimes you just have to let them free to see what they can really do. Always appreciate the support and feedback on MooneySpace, but wanted to give a special shout-out to @A64Pilot @kortopates - thank you

Lets see how this goes. I have a 5330 feet runway without obstacles at the end.

Thanks @Will.iam and @A64Pilot. Instead of doing high speed taxi run and getting the cylinders up to temp again without flight - we have decided to go do the break-in flight and collect data while we are at it. I am hoping mine jumps up from 2500 (worst case) to 2700 shortly after lift off. @Will.iam mine has too many variables at this point, new piston & rings, new bushings, bearings, cam, fuel pump was repaired and prop governor case was replaced as part of AD but then the shop initially screwed up the internals as well.

Thanks @A64Pilot - that's what my A&P is of the opinion as well. The high speed taxi test is planned as full throttle with stop at takeoff airspeed or earlier if RPM is achieved, or a pre-determined point on the runway at the home airport's longest airport. Since the a/c is out of annual, need a ferry permit for the test flight but need to know the a/c is safe for the permit - has become a chicken and egg problem. @M20Doc Thanks - we did follow the guide (M0 now instead of SID97-3G) to tune in the fuel settings in the first run which was at 2580 (instead of 2700). Further runs were at 2480 which is not covered in the table. Hence this post. Random thought - since TSIO360 -LB engines achieve 2700 RPM at 40" and my test runs on the -MB indicate I get ~2600 at 37" and ~2500 at 35.5-36.3, could my engine be accidentally misconfigured? What could I check if this is remotely possible? During the IRAN, a new cam was installed but the part number matches. Other than it was seals, bushings, gaskets, piston and rings. Pulling at straws at this point.

We tried to measure with a handheld tach but ran into issues. The RPMs being reported by two different mags and two independent gauges (JPI & stock) were identical.

Hey folks, wondering if anyone has actual numbers for static RPM from ground run on a M20K 252 with TSIO360MB engine and McCauley 2 bladed prop. We installed an IRAN'ed engine with new cylinders pistons (edit, what I get for late night typing) and rings and its warm compression numbers are 1: 66 2: 76 3: 75 4: 72 5: 65 6: 72. The turbo is able to produce MAP up to 37" with most runs ranging between 35.5 to 36.3". We used calibrated digital gauges to get the unmetered fuel pressure to be at 6.34-6.6 PSI at 700 RPM and metered fuel pressure at 16.01 PSI at WOT. Unfortunately, our RPMs are showing 2480-2500 at the WOT with 35.5-36.3" MAP and ~2580-2600 when near 37". Pressure altitude was 920' and OAT 19 degrees C. Airplane has brand new McCauley props and the paperwork from the factory shows blade angles at spec. We did find issues with the OHed prop governor initially but it has been repaired and then also been checked by a reputable third party for proper functioning at 2700 RPM. Few folks have recommended a high speed taxi test to see if the RPMs go up due to the unloading of the wings, which is next on our list now that the fuel setup has been confirmed. But this is still bothering me. I haven't been able to get an actual number of what someone saw for static RPMs at WOT during a ground run. @Will.iam I believe you went through this recently - any notes on what you experienced? Maybe @M20Doc has some ideas? Appreciate any help!

+1 Thank you for keeping this forum online and in peak operating capacity.

Three 252/Encores for sale on controller! 2 I believe from Jimmy: https://www.controller.com/listings/search?Category=6&Model=M20K 252TSE|M20K ENCORE&Manufacturer=MOONEY

Sorry I had to cancel last minute, was really looking forward to seeing everyone. My 7 month old got Covid the day before from his babysitter - as you can imagine it wasn’t a fun experience for the little guy. Clearing out schedule for next year!

Hmm that’s one way for sure. Problem is I won’t be able test non-COM antennas this way.

Agree - I do need to install it temporarily to get a test and ferry flight in. Question: is there a way to externally test, in a price conscious manner, which antenna is actively transmitting? I would like to do this without patching in between the transmitter and the antenna as the COMM antennas on the roof are inaccessible unless I take the interior off. What I am thinking of is the same type of device that is used to do regular transponder checks but in this case, just simply needs to measure the antenna output.

Yep no documentation on it. I thought this is the stock antenna that Mooney shipped the aircraft with. I am going to go with the CI-122 (https://www.aircraftspruce.com/catalog/avpages/comant122.php) as it makes the most sense to have that range Btw, great discussion folks! Thank you.

Thanks Eric - yeah need to go dig around behind and under the panel to see if there are any open ends and then do some continuity testing.