Falcon Man

One way to transition to a TC Mooney aircraft is to find an instructor who has experience in the model you are going to purchase and do your pre-purchase test flight with that person. The 231 is considerably faster than your F model, the power settings are much different, you probably will want to use the speed brakes and you will likely feel that things are happening faster for the first couple of flights. This is the path I took after flying G, E and J models. It was well worth the effort. Once you are accustomed to the differences, you will find that it flies just like a Mooney. Does you F have an autopilot? Are you used to using oxygen? If not then those will be other learning curves. Make sure your test flight thoroughly checks out the avionics and autopilot - this is something that is rarely performed on a pre-purchase inspection. IF you are looking at a plane that has a downloadable graphic engine monitor that will tell you how the engine has been operated. One final piece of advice - Have a MSC or familiar with Mooney's IA look over the logbooks before you make a deposit. Over the last 30 years I have perused a dozen log books on 231/252/Encore and passed on several because of glaring discrepancies. My IA Kerry McIntyre taught me what to look for and he charges a nominal fee to help you if you are interested. KNR-Inc. 307.789.6866 MT time. Kerry also has a bunch of published articles on TC Mooney aircraft as well: https://www.knr-inc.com/shoptalk-articles. As Crawfish wrote - you are gonna love a TC Mooney performance, efficiency and utility!

Hey Caleb, Welcome to Mooney ownership!! I bought into a partnership in a G model in 1985, in 1997 I bought a E model for myself. I remember those first flights like they were yesterday. I guess your will too Classic paint job - nice.

I hope there is an alternative solution.

@kehdri: My paper copy of the M20K Illustrated Parts Catalog shows the Optional Equipment Group - Oxygen system. Attached is a file with the info that may assist you. The last page in the file (pg. 452) shows the effectivities symbols appropriate for your aircrafts serial number. Jeff M20K Oxygen System Parts Catalog.pdf

Do you or your AP/IA have a copy of the TCM TSIO360 maintenance and OH manual? IThere is a copy in the downloads section. Additional things worth checking are: 1) Fuel flow at max rated MP for your engine type - GB, LB? 2) Once FF is in the correct zone, perform a GAMI lean test flight to see what the FF spread is. Ideal would be no more than 0.5 gph spread. 2) Are the metal cylinder baffles installed correctly? 3) It looks like there is a lot of surface corrosion on the engine and induction tubes. You may have an induction leak as the seals between the tubes are off color and may be leaking. 4) At cooler OAT's and sea level the MP can easily overboost on the GB/LB engine. Has to be controlled by the pilot via throttle as earlier mentioned. 5) Overboost can destroy the lower end of the engine in short order. Consider draining the oil and check the filter for metal. Also a borescope can be put up thru the oil sump drain hole to look around for damage.

THANKS FOR SHARING

Happy New Years to all fellow Mooniacs ! 40 years of Mooney ownership: flying, hands on maintaining, upgrading and improving various aircraft, Mooneyspace has been an invaluable source of information. THANKS TO ALL !

My 1986 252 has a constant OV warning light illuminated at all times of operation. Has anyone run into this issue?

My IA and I made two plates to cover the oil cooler - one is ~ 1/3 and the other is ~ 1/2 of the surface. I believe the Mooney Weatherization Oil Cooler cover "Kit" is long gone MIA.

Three alternator failures in M20 K's - one the belt driven alternator tension bracket broke and the alternator shifted, broke wires and caused an electrical system failure - over a known airport, put gear down with hand cable system. The second one was due to an accessory case gear that sheared - third the alternator coupler failed. Current K has dual alternators!

Moonyspace has helped me work my way up to my forever 1986 252! I grew up maintaining/rebuilding motorcycles and automobiles. Then I discovered airplanes and couldn't stop wanting to work on them. As a student pilot in the early 1980's I helped the local FBO in Twin Falls, Idaho convert a Mooney from wood to metal wings. Seeing how the airframe was built, etc. I was hooked. I have rehabbed Mooney's G/E/231 and 262, and finally worked my was into my 252. You all on this forum have been an invaluable source of information and are keeping the Moony dream alive - THANK YOU!!!!!

There are a number of limitations on the RayJay turbo installation on the M20E. There is an article on the installation of that system on M20E written by Kerry McIntyre @ KNR Inc., Evanston, WY. Search his website for the list of his articles and it is in the May 2000 MAPA Log publication. Practically speaking any turbo aircraft has numerous advantages over their normally aspirated versions. I have flown routes similar to yours for 20 years as I am based at KGEG. I have utilized several Mooney models (E, G, J, and K) and found that the turbocharged K model is best suited in all aspects for the routes I fly. Feel free to PM me if you want any more additional information on your consideration. Jeff

Jeff Nichols @ Alta Avionics is a really sharp technician who can help you out. altaavionics.com.

My avionics installer is trying to find a copy of the DAC GDC31 GPSS roll steering AFMS/AFM document. It turns out the manufacturer has stopped making the unit and claims to not have that paperwork anymore. Go figure. Might anyone have a copy of this document? Jeff

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.