Will.iam

252 is required. I have a jpi711 engine monitor that is certified for tit so i have no other factory tit gauge. I would like to upgrade but would have to go with the 900 as the 730 or 830 would require me to put another tit gauge that is primary certified and that’s a no for me.

Interesting my #3 cyl is also the richest of the pack. I have a smaller gami injector in that cyl but once i was at .2 spread gami would not give me a smaller injector stating the next size smaller would put #3 more than .2 to lean on the other side of the pack.

Were you my IP?!?

https://www.funplacestofly.com third time is the charm.

Some reason the previous link did not work. Maybe this one will? https://www.funplacestofly.com

https://www.funplacestofly.com/fun-places-to-fly-by-zip-code.asp Just put in your distance and it lists all sorts of places to go. You will go broke in paying for fuel alone before you run out of places. Having said that. I have always wanted to drop in at Jeremiah denton airport as it’s right on the gulf coast and would be neat. I used to go into lake charles in LA and get their shrimp poorboy sandwich which was excellent. Landing galvaston texas is neat too all of which are closer than Fredericksburg. But the airport hotel in Fredericksburg is unique as is the town and food. Along with the only japanese minisub on display at the naval museum there.

Did i read your mooney time correctly at 48 hours? My insurance went down dramatically after i got the the first 100 hours on my mooney. It was like they couldn’t see all my countless thousands of hours for the glaring lack of time in type.

Just bought a second one to have 2 in cabin in case first one dies. It’s been 2 years plus need to get first one recalibrated when i get the battery changed.

Interesting what AI grok said. The Mooney M20K Encore and M20K 252TSE share the same basic airframe and a very similar turbocharged Continental TSIO-360 engine family, but the Encore’s TSIO-360-LB5 variant is rated for 220 hp (10 hp more than the 252’s TSIO-360-MB1 at 210 hp). Despite the power bump, the Encore was certified for a maximum operating altitude of 25,000 feet (FL250), while the 252 reached 28,000 feet (FL280). This difference stems from two primary factors tied to design priorities, performance, and certification: 1. Higher Gross Weight Reduces Climb Performance • The Encore’s key upgrade was increased useful load and payload capacity, raising the maximum gross weight from 2,900 pounds (252) to 3,130 pounds—a 230-pound increase without structural changes to the airframe. • Service ceiling (and thus maximum certified operating altitude) is defined by FAA regulations as the altitude at which the aircraft achieves no more than a 100 feet per minute (fpm) climb rate in still air at maximum continuous power. The extra weight directly degrades high-altitude climb performance, even with the added horsepower, because excess weight requires more lift (and thus more induced drag) to maintain flight. • In practice, this means the Encore hits the 100 fpm threshold ~3,000 feet lower than the lighter 252, despite the power edge. Mooney prioritized payload over high-altitude performance for the Encore, targeting cross-country efficiency and utility rather than the 252’s speed-focused marketing. 2. Oxygen System Limitations and Regulatory Alignment • Both models are unpressurized and equipped with a built-in pulse-demand oxygen system certified only to 25,000 feet. Above that, pilots must use a diluter-demand or pressure-breathing mask to avoid hypoxia risks (e.g., only ~2–3 minutes of useful consciousness at FL280 without proper oxygen). • The 252 received a special FAA allowance for FL280 certification during its 1980s type certification, despite the oxygen mismatch—this was partly a marketing ploy to validate its namesake ~252 mph (~210 KTAS) cruise in thin air at max altitude. However, this was an outlier; modern standards (even in the 1990s when the Encore launched) wouldn’t permit it without enhanced oxygen provisions. • For the 1997 Encore (both new production and as a supplemental type certificate conversion for 252s), Mooney conservatively aligned the certification with the oxygen system’s 25,000-foot limit, replacing the POH with one specifying FL250 as the max. This simplifies operations, enhances safety margins, and avoids the physiological demands of prolonged FL280 flights in an unpressurized cabin (e.g., mask discomfort, reduced autopilot utility, and hypoxia creep). In real-world flying, few owners push either model to their certified ceilings due to comfort, oxygen logistics, and efficiency sweet spots around FL180–FL220. The Encore’s upgrades (e.g., better cooling, higher gross) make it more practical overall, trading a bit of ultimate altitude for better load-hauling without sacrificing much speed (still ~200–205 KTAS cruise). If converting a 252 to Encore spec, the new POH enforces the 25,000-foot limit.

That is only because the cessna is so slow there is not enough wind to blow the cowl flaps closed. Superior cowl flap control does not offset crappy speed performance in my book.

Oh i agree nice to have but not required.

Damn, yall kicked out of the CB club for sure! When i changed companies and had to give my ipad back that they had FF on it. i only took 1 day to realize flight plan go for Zero dollars, although clunky, functionally works and i pay nothing for it securing me in the CB club in the efb department.

Correct and that is why you would have an electric gyro as a backup the same in fact electric gyro you have with the steam gauge so when you have that glitch it doesn’t effect the gyro.

That same electrical backup you are using with the vacuum gyro.

Milk carton heater $22 (even comes with overheat and tip over protection) on amazon. Aluminum hvac conduit and 4ft of dryer vent hose $25 and old used horse blanket for a total of less that $50 to preheat your airplane engine compartment for the ultimate CB club.

I second the wella o2 oxygen ring. In fact i really think it’s a must have as it vibrates at any set level you set and is continuously taking 1 second measurements so you know the second your o2 drops. Case in point. Was climbing to fl210 with my oxygen concentrator like i have done before, and passing through FL190 this time i heard a weird clunk misstep of the concentrator and on my next breath instead of getting my puff of O2 like i normally do i got nothing. And the machine did not cycle again and then i heard a beep from the concentrator and the screen was flashing a warning that before i could read it i felt my finger buzzing and i looked at my O2-ring and my O2 was dropping past 89% that got my immediate attention and i refocused on swapping to my main built in storage tank and after 2 breaths my O2 shot back up passed 89% where my O2 ring was set at and it stopped buzzing my finger but i was still perplexed as to why my oxygen concentrator stopped working. Since i was down to one source of oxygen i requested from center that i would like to descend so i could troubleshot my oxygen issue. As i was decending passing through 18k the concentrator started working again and i leveled off at 17k and switched back to the concentrator to limit my use of my main tank. The concentrator worked for the rest of the flight at 17k. The O2-ring really helps redirect your priority if you get sidetracked with a different issue, much better than if i had a oximeter on my finger. Who knows how long it would have been before i noticed it or remembered to check it especially if i was going hypoxic as fast as i was. It’s like watching a pot for it to boil over. Always seems to do it when you stop staring at it. And flying you can not afford to get channel focused at the expense of other duties. The vibrating ring is priceless for that very reason. Getting your attention when you need it immediately. Like the sensorcon for detecting and bringing to your attention CO gas in cabin by beeping and flashing red lights! i need to do some more tests at altitudes above 18 to see if i can recreate the issue. My current theory is all the times i have gone past 18k before were in the summer and the cabin was still hot. This time it was winter time and i had on a coat and did not heat up the cabin and had the concentrator on the floor instead of the seat. I’m thinking it might have gotten too cold and stopped. Also i was trying the airbud tips on my cannula and it might have messed it up. I also noticed that at 18k as i was climbing the puff at level 6 on the concentrator was not big enough to fill up my lungs so i was not getting a full breath and that was working against me. Later i took the airpod tips off and the flow of air by the puff allowed me to take more natural deeper breaths which increased my O2 levels.

If the battery is at 22 it’s essentially fully depleted charge state and you mentioned it was very cold outside. Number one way to completely destroy a battery is let it freeze. And batteries are more resistant to freezing when fully charged. During the summer i will leave my battery alone but when the temperatures start to drop i leave my battery on a battery minder to insure that it is fully charged to have the best protection from freezing. This is from years of experience with boat and motorcycle batteries that i have forgotten to put on a trickle charger and months later find them fully discharged. If it’s in the summer and a fairly new battery i can sometimes revive them but their life expectancy is shorten but if it was during the winter i have never been able to revive one after it froze from a cold night. It will be a waste of your time to try.

I think the OP vastly underestimated scarcity and value of his original seats.

Whoops i mixed up rocket with missile. I will go back under my rock now.

In the winter even in texas i see -25 to -30 degrees when up in the teens most flights even though down at the ground it might be 45 degrees. When the air is as cold as 25 degrees there is no damp moisture in the air as it’s snow it it is. My dehumidifier never runs in the winter as the humidity never gets up past 35%. And if you are worried about your oil just put a dehumidifier on the engine after a flight to suck all that moisture out. My oil analysis is always the most dry from the oil samples i send in the winter. Summer are only a little higher unless i forget to put on my humidifier and take a sample this its the highest reading of the bunch.

The rocket you can go fast when you want but drink down the gas but it is an option. The 252 you will be the stingiest on gas, but you will not go faster than the rocket unless you get above 14-15k or so. The rocket if you throttle it back to the 252 speeds at 10k will be close to but not equal the 252 in fuel burn. I think if it were me i would rather have the 252 for altitude options for weather compared to the extra speed especially since it would only result in extra fuel stops thus defeating the over all goal of the race. Think tortoise in the hare.

I have a toyota with 120k but it was the first year hybrid camry in 2007 so going on 18 years the only thing i had to replace hybrid battery pack 2 years ago (16 years old) at the time we bought the car everyone screamed battery pack would be 10k to replace but by the time i needed one i got an aftermarket refurbished guaranteed for life of original owner for 2k. Also have a toyota truck that is 2005 so so 20 years old with only 84k on it so it’s has sat more than it’s been run many a year. i think mooney cb creeps over to other things compared to regular people.

Yes winter time it’s easier to keep the cyl temps down. Seems only in the summer or huge temp inversion do i struggle with the thinner air at alt to keep cool.

Well i checked today and sure enough my cowl flap closes flush to the bottom so before i was going to adjust it for 1/2” opening i decided to go fly first. First problem i had to figure out is that when you run the cowl flaps down a little there is some serious slop at least on my cowls anyways. So i could move the cowl a good 2” with the play it had. Only after multiple landings and reverification (is that a word?) did i realize my cowl flap indicator is tied to the actual cowl flap itself so if i move it up it would indicate that as well as when i moved it down. Because in the past i always had it fully open i never noticed this movement at a partial cowl flap setting and at first i assumed the wind blast would try to push the cowlflap to the closed position but literally just the opposite happened. Apparently the amount of pressure coming into the openings of the cowl inlets by the prop forces the cowl flap open as far as it will go and has a stronger overwhelming force than the slipstream that flows around the outside of the cowling. Having figured all that out, ironically today i was faster with the cowl fully closed than when i opened it a 1/2”. Now it was bumpy and i was only at 2500ft so maybe when I’m up in altitude where it is smooth i might get a better reading. Even if it stays the same speed with the cowl open 1/2” would be a win as up in the teens i struggle with keeping the cyl temps below 380 with fully close cowl flap. Will do further testing when i get the chance at a higher cruise altitude.

Lance as always thanks for the researched tip! I had no idea there should be a 1/2 in gap fully closed! Mine do close flush. Will have to fix that but before i do that i am going to do an interesting test as i will do some speed runs at different “slightly” open configurations and if i can squeeze out a faster knot or 2 i will leave it there and land and take a measurement (hopefully remember a picture too) and post the results.