Falcon Man

Mooney grave yard RIP.

Great question. This AVWeb link might help answer your question: https://www.avweb.com/ownership/troubleshooting-the-turbo-system/.

Have you performed a GAMI lean test to see what your FF difference is for the injectors? 100 degree CHT spread between cylinders is very high.

It is common for the GB, LB and some MB engines to run slightly rough when LOP. My LB engine didn't stumble at peak or slightly below. I tried all sorts of RPM/MP settings and it didn't make any difference.

I have bought and sold six airplanes and only used a broker twice. Much easier for me to pursue private party. N252PR TT ~ 1850, ~ TSMOH 750, DH - nose gear collapse, TTSIRAN - 120 hrs - new prop/cylinders, all accessories OH. Original paint and interior - 7-8/10 condition, leather seats, Royalite panels are cloth covered. Steam gauge six pack, Avidyne IFD 440 FMS/GPS/NAV/COM, JPI EDM 900, AV-20 MFD/AOA, PS PMA8000BT audio panel, Guardian CO2 monitor,KFC 150, KAS 297B, KX 165 NAV/COM/GS, Landing height system, Garmin 345 transponder, ADSB In/Out, dual vacuum and alternators. N252PR Panelpdf.pdf

I may need to sell my 1986 252 due to pending medical issues. Surveying the market shows online 252's priced ~200K and above. Most have been on the market for the last 6-12 months and there are more 252/Encores on the market at one time than in the past > 20 years. I can remember the time when a 252 would be gobbled up as soon as it hit the market. For whatever reasons (all speculative) the supply outpaces the current demand. Obviously an airplane is worth whatever a buyer wants to pay. For those who have sold an airplane before I ask is a vRef or professional appraisal worth the effort when trying to determine an asking price?

Previous experience with my K models operated in cruise at peak or 25F LOP, TIT ~ 1550F: 1) 231 w/ LB engine, intercooler and auto wastegate, cruise 2200 rpm and MP to keep CHT's less than 350F, lean test showed < 0.5 gph spread, cylinders lasted ~1500 hrs. The cowl flaps had to be at least partially open almost all the time in cruise. 2) 262 w/ MB engine operated same parameters, cylinders never > 350F, lean test showed 0.3 gph spread, I had to modify the cylinder baffles on # 3 & 5 to lower CHT on # 3 (5 was very cool and 3 was too hot w/ stock baffling). In the cooler times the cowl flap was usually closed, sometimes trailing open in the hotter times. This engine went ~ 700 hrs past TBO. The speed loss due to open cowl in cruise was just a couple of knots TAS. My goal was to keep the engine out of the Red zone. o keep the engine out of the RED box.

Yes I stand corrected its full nose up. Just like landing a Mooney on final by trimming nose up to reduce the pressure on the yoke!

Two different Fedex instructors (they also train regular CA pilots) taught me to trim for full down elevator and that is your best glide for the operating conditions at the time of your engine failure. Also, the FedEX company philosophy is "TLAR" - "Than Looks About Right". In their analysis a pilots absolute adherence to perfect scenario (eg. holding course tracking perfectly in IFR), leads to more pilot errors.

Here is a picture. I powder coated it for durability. IMG_0086.pdf

I have an aluminum plate that covers 50% of the oil cooler that I have used in the winter and the temp gets to 180 on my JPI EDM-900. This has worked well on my 252, 262 and Encore.

1980 Mooney - It's too bad that after all the work to modernize the manufacturing process, that the company couldn't survive.

Thanks for that clarification!

It has been published prior that the skins of the M20 Moony are not structural. Is this an exception/

I have bought and eventually sold several rehab projects, which were still flying at the time of purchase, however. In the late nineties to early 2000's it was possible to work under the guidance of an A & P mechanic and perform most of the labor. These were an a E, G, J and K model. I was able to make out fairly well with mostly used avionics upgrades, tank reseal, interior and top overhaul. The J model had a tube replaced by a FAA certified welder due to rust. Nowadays, there are almost no A & P mechanics who will allow an owner to do this kind of work. I was able to essentially trade my sweat equity and mechanic skills for $ because in all these cases I bought low and sold high. Like others have said how much do you like restoration projects? It is really satisfying to see an airplane restored to its former glory, but few pilots have the skills, time and desire for a multi year project. For example, good luck finding an engine shop who can find parts to get an engine overhauled. My IA has 5 Moony's on the ramp waiting for an engine, all with 1-2 years delay on engine OH. Pictures of the project will help fellow mooniacs give you advice, but proceed with caution because you won't be able to discover all the work needed until you dive deep into the airframe. Think of it as a free off restoration of your favorite antique automobile. Good Luck!