Will.iam

If all checks out and pre buy doesn’t reveal anything major then it’s already sold and gone. If not there will be a reason it has not sold. A steal of a deal on a Mooney is like a unicorn.

I thought I remember in one of gami's engine test, that no detonation happens until CHT gets above 420 degrees even if you run the engine right at the worst possible red box area but the rate at which the CHT's are rising is fastest there. Seems to me if we now have good CHT monitors, and most consider 400 degrees the upper limit, that if 100R did not have as much detonation margin, you would see it on take off if you had a cht rising above 400. question would be if reducing power would be acceptable enough to still make the climb out profile?

I try not to think about the 35 to 45 seconds of vulnerability climbing to 800ft and I'm usually light weight. At max weight, unless I did a turn, I don't think I could make it back as I'm too far away.

Remember mooney back when the 252 first came out, they thought 420 degrees was a cool running engine! And compared to the GB engine it was but we now cringe at anything over 400 degrees. They just didn’t know what we know now through better instrument testing. also peak tit was only for 65% and below. I think the 75% power poh chart is running richer than peak tit no? Or the tit would be past 1650 especially the 78%hp setting.

I read somewhere that most other plane manufacturers have the tsio-360 at 220hp and mooney had continental setup the tsio-360mb as a derated 210hp engine and that is why the poh has a 78% hp power setting as that equates to a tsio-360sb 75% power setting for cruise. i find in my tsio-360mb engine that rop i run up against cht personal limit of 400 degrees and lop i run into tit personal limit of 1550 degrees. And if i try to go deeper lop so i can cool with more air as i increase fuel for hp i run into roughness issues. I have since backed off my tight limit of 1550 to allow up to 1600 tit noting that at above 1600 seems to be common tit temperature creep up and thus i really have to monitor closely to the point i keep 1585 my new maximum. This gets me close to 75+%hp i liked one mooney driver’s quote. As a fail safe 2500/25”/10ff will work at all altitudes. And he flew in the fl’s alot. my typical cruise is 2300 to 2400 28” to 32” and 10.0 11.5 ff to keep cht below 400 tit below 1600 and smooth running cowl flaps closed. Only when isa is +10 or greater do i have to start opening cowl flaps to offset the higher temps. one interesting observation i have seen my CHT’s run cooler at 28/29” compared to 25” enough to make note of it as it’s counter intuitive except to say i heard mooney designed the induction system optimized for 28” not sure if that is folklore or true.

What are you using for fuel flow readings? my stock fuel flow meter is .8 gallons more than actual. When i got my jpi to read fuel flow also i used it as changibg the “K” factor is software where as the original would need me to flip some dip switches. I calibrated the jpi by running one tank dry in flight, land add 5 gallons to that tank. Reset the totalizer, start up and fly on the 5 gallons. When engine runs out note what the totalizer shows and adjust accordingly. I have mine down to .1 accuracy now on my jpi but my original show .8 per hour over so i use the original for flight planning purposes but use the jpi for leaning purposes.

Can you post what the fix was? Curious minds want to know.

Be glad you were not around north of dfw, denton area a 6pm denton airport received 75 mph winds in front of a storm and wreaked some parked planes. Our runway was closed this weekend for resurfacing and i almost preposition my plane to denton so glad i did not! https://www.wfaa.com/article/news/local/hangar-multiple-airplanes-damaged-storms-in-denton-officials-say/287-01451fe0-02de-4393-bef4-95d8b86c9f9a

Ol hags.

Would not this relay since not available new anywhere be a prime candidate for owner produced part? How specialized can that relay be? Where is radio shack when you need one?

Wow alaska does not play. Like Singapore, bringing drugs into the country results in death.

Yes this is an old thread and yes he probably can do 160 on 11.3 gallons at 12k but i do 160 at 12k on 10gallons or 1.3 gallons less than he does in my m20k and the kicker is every 1000 feet higher i go i pick up 2 to 3 knots on that same 10 gallons of gas per hour. The RV is stuck at that speed to fuel ratio. Even mooney’s own speed chart shows a 252 equals the speed of an ovation at around 14k in speed but even at that altitude the 252 is doing it on less fuel as simple physics a heavier aircraft is going to need more fuel burn to go the same speed as a lighter aircraft if the drag coefficients are similar. And even though the RV has a slick riveted wing that gear hanging out makes more drag than those flush rivets reduce. Course insurance is better for that fixed gear which is good helps him pay for more fuel used.

Instead of marking where each stall is on different flap settings you might want to go up and see the relationship of stall warning horn to when you actually stall. My stall warning horn goes off about 3 to 4 knots before my wing stalls. This was great confidence and confirmation that i was landing( or trying to land) too fast as i never heard it go off and in the jet world you never do want to hear the stall warning. After a few dozen landings i got to where the stall horn goes off right before i touch down and that drastically cut down on my floating down the runway, just make sure you are very close to the ground when it happens and as you are bring up the nose to hold your altitude above the runway as the airspeed bleeds off in effect lowering your mains as you slow as they are behind the cg and thus you touch down with zero downward sink and only the slow pivoting force around the cg to make a smooth landing. Having a LHS (landing height system) also re confirms your site picture as i flare and hold the airplane with the LHS saying one one one until the mains touch.

pop that gear with the speed brakes and the descent rate gets narly!

and isn't oklahoma a sales tax free state on aviation parts and installation? that right there is worth a few thousand dollar discount compared to other states.

So when you sweep to lean is number 2 cylinder the first one to peak or is number 2 the last one to peak?

I do not know what the difference between dry and wet pump and how does that effect whether there is a oil separator on the engine and is that available for mooney aircraft?

Yea i wonder why mooney installed oil separators on the brand new engines of 252’s from the factory? And since it was certified with one from the factory, i don’t think i could remove it without a field approval. Since it’s always been on there i do not know how much it helps compared to not having one on there.

That looks identical to my stall switch in my M20K 1986 model. The top right and lower left screws (closest to the stall plate opening) are the adjustment screws and they are also in a aluminum 1/2 wide bar that goes over the stall flange on the top inside to the other screw and another bar over the bottom part of the stall flange to the other bottom screw. Loosen the top left screw and lower right screw as they will hold the bars from going anywhere in the wing. Completely take out the top right and lower left screws and the stall vane assembly will be able to remove. The grounding wire will be attached to one of those screws and the other wire is the power wire for the assembly. Take a picture before you remove the wires to remember which one goes in which hole as there are three holes you could put the wires in and only 2 will work the right way. There is a post here on mooneyspace of taking the stall vane apart and cleaning it. Mine had a blade of grass wrapped around the plunger effecting the movement of the vane to micro switch. Once i cleaned the debris out of the plunger hole and put it back together it’s worked as good as new. Hopefully you will be lucky here too. Had they designed the plunger upside down instead of right side up less debris could get in but it is what it is.

Could be but depends do you run rop or lop? If lop is the throttle wide open? If not what MP are you running?

That’s cute. When the blades go to feather all that relative wind doesn’t keep it spinning and in fact the propeller slows to a stop.

Humm that’s an interesting hypothesis, i will test that out next time I’m in the air and find out. It might be so little change to not feel a difference between full throttle and closed.

I don’t think so. It’s the blade pitched more toward the wind like a fethered prop just not as extreme but the drag is way reduced at the low rpm in fact if i could pitch the blade into a full feather i. E. Blade is parallel to the air the propellor and thus the engine would stop and i would have zero rpm’s and the least amount of drag. If i push the prop control full forward and command a min pitch / blades are almost perpendicular to the air then the air is pushing the hardest and i get maximum rpm and i really feel the drag come on more so than speed brakes and about the same a applying full flaps.

Interesting that the lycoming (j model) referenced can and does overspeed on resupplying fuel to the engine. My 252 (k model) continental engine (with Macaulay prop governor) does not overspeed on relighting of the engine. Also my governor is fully functional when the engine is windmilling in the glide as i can go to fully low pitch and this reduces the drag from the windmilling propeller drastically and when i push the prop lever back full forward for high pitch (2700rpm) as the propeller increases in speed the drag induced feels like someone deployed a parachute to slow down. In VVI terms I’m sinking at 800ft/min but pull the prop lever back and as the propeller slows to min rpms my VVI reduces to 350ft/min. This is huge if you are trying to glide to an emergency landing site or need more time to troubleshoot things before hitting the ground. The governor runs on oil pressure and a windmilling propeller turns the engine fast enough to create that oil pressure to operate the McCauley prop governor in my experience.

Field approval?