Falcon Man

Jeremy - thanks from all your Mooney brothers and sisters!

Thanks for the info. Interestingly, 20 years ago I owned a 1997 Encore and flew it from Idaho to the mid-west and east coast several times. It was measurably slower at cruise than the 1986 252 I currently fly. Perhaps due to the heaver weight with just 10 hp more. Still it is an awesome upgrade for those that like this size of a TC Mooney and who need to carry more weight. Too bad the managers at the factory couldn't see their way to produce a modernized Encore. "When if's and buts are nuts and candy, all the world will be fine and dandy"

I knew your airplane was modified. I was curious to know if the added 10 HP changed the settings much compared to a stock 252. Is 36" your max MP to achieve the 220 hp?

Ragsf15e - your SB engine is 220 Hp. Do you think the power settings in the POH differ substantially from the stock 252 210 hp engine? The max MP in the 231 stock engines were 40-42" as I recall. Max 36" required for 210 hp in the 252, so maybe we're comparing apples to oranges. I like to cruise run my stock 252 MB1 210 hp engine at 65% HP @ 2200 rpm, 28-30 " MP and slightly lean of peak FF (~ 11.5-12.5 GPH). My game spread is 0.5 GPH, the CHT's run ~ 335-350F w/ cowl closed, ~ 1500-1550 F TIT. What is the service ceiling on a 252 modified to an Encore. Stock 252 is 28K. I have never been above 23K. Jeff

Take out the seat backs and cushions, fold the seats down, assemble the crate inside the aircraft, put a section of carpet on the wing walk, for dogs > 6 months old have the owners get a sedative from their veterinarian. Use just enough that the dog can still walk. For my hunting dog I use Trazadone and Gabapentin. This combo works well and minimizes vomiting. (I am a veterinarian).

When I was flying the "C" models in the Idaho backcountry many decades ago, one of my instructors told me to know the terrain and pick a spot ahead of the departure path where I would put down if "Murphy" enters the flight. I try and follow this rule, especially. if departing an unfamiliar field. This very sad accident is a reminder for me to always follow his rule.

Gabe, Here is the parts catalog applicable page for your 84 231. Under the EFFEC. column the Roman Numeral II is for aircraft SN: 0447-0999. So, there are FIVE different turn coordinators appropriate, depending on the manufacturer. It Looks like you will have to identify which manufacturer made yours. Good luck, Jeff M20K Turn Coordinator.pdf

Dan, Curious as to why you are OH your engine? Jeff

I have run three different K models at LOP - two MB and one SB engine. Average settings at 14,000 to 18,000 were 2200 RPM, 28-30 MP and ~ 25F degrees LOP of hottest cylinder CHT, Fuel flow 10-11 gph. None of the engines ran smooth < 25F LOP. GAMI spread was 0.3-0.5 gph on stock injectors.

I have posted this before but it's worth repeating. On any 262 14 V TSIO 360 MB engine of any version do not use a lightweight starter. Use the original big heavy one. My '84 262 airplanes lightweight starter activated during a flight, destroyed some gears in the accessory case and caused a simultaneous electrical and vacuum failure. I talked with TCM about this event and they related that there have been a half dozen reported similar occurrences in a Mooney 262 using a lightweight starter.

I have 2 different sizes of plates I use to cover my oil cooler. One is 1/2 and the other is 1/4 of the surface of the cooler. These definitely increase the indicated oil temperature on my EDM 900. And work like a charm depending on the season. I consider them a less expensive version of the Mooney weatherization kit made specifically for M20K's SN:1000-and on.

I talked with TCM - sensing bulb is measuring the oil temp before going to cooler, not afterwords.

I believe your SB engine is different because my TCM manual doesn't cover the SB, it stops at MB. Clearly, my sending unit is on the inflow. However, now I will have to call TCM and verify the wording in the manual which says the temp sensing bulb is actually in the case on MB engines. I now am having "over-analysis paralysis".

Rags, The issue of where the oil temperature reading takes place in our TSIO360 engines was discussed between myself, my IA and my engine overhaul shop several years back. I made the same assumption about the temp as you made and I was corrected. To make sure my memory serves me correctly I just now reviewed the oil flow diagram and oil temperature sections in the M20K Service and Maintenance Manual and here is the wording: "The oil temperature gauge is an electric unit receiving its signal from a temperature bulb in the engine case, located between the oil cooler and the case. The probe resistance changes as the oil temperature changes and this varies the readout on the instrument". The diagram verifies the flow of the hottest oil past the temp bulb before it gets to the oil cooler. Further, in these turbocharged engines the case receives oil from the turbocharger and as such it makes sense to measure the oil temperature in the hottest operating area of the engine. Jeff

Hubcap, Nice tail wind! Looks like you might need an oil cooler blocker if your oil temp stays @ 156F (or less than 180 F) during cruise, it isn't hot enough to vaporize moisture.