Stryk77

Hi everyone, I have a 1979 Mooney M20K 231 with the 262 conversion. I do not see any performance changes in the updated POH. Within Foreflight, which performance profile should I use? The 213 with the older 360-LB1 motor or with the new motor which is a 360-MB1 (same performance in the POH) which actually lines up with the 252 in Foreflight. I have used the 252 Foreflight profile but doesn’t seem to line up with actual flight times. Please, if anyone can shed some light on this. Thank you!

Hi everyone, Got the mags checked and they are 100% OK. Cleared that off the ckecklist! I am also narrowing it down to the injector being partially or completely blocked causing a momentary loss of combustion. Will be running more tests today and a test flight. Everything that's a vital piece on the engine is new within the last 6 months. Thanks!

I’m on the same page with all of you on this. what throws me off is the dead EGT but still having combustion to make the landing. Engine was for sure running on six (sound wise). yesturday when we did some ground checks and full WOT run up, EGT probe for cyl 5 was functional. Weird..

Hey everyone, I had an interesting flight on this past Saturday, here in Montreal Quebec, and although the aircraft is in maintenance as we speak, I thought it would be a good idea to get some feedback from you owners. My plane is 1979 Mooney M20K 231 with the 262 Trophy conversion. Saturday: My mechanic changed the Right magneto for a brand new one on Friday. The RPM 's on the ground were really good and stable. Run up was nice, with a 75rpm drop with the mags from both (from 1700rpm). On the initial climb (Turbo TSIO-360-MB4 - 36'' / 2700rpm), everything felt good. I leveled off at 2000ft and pulled the power back (29"/2600rpm). Then, I was cleared for 5500ft, proceeded to applying full power gently and climbing with roughly (35" / 2670rpm) in a Vy speed (96kts) climb. Everything looked great until 4000ft when I had a major drop in RPM, rough engine running, loss of airspeed and cylinder 5 was indicating a temp drop in both CHT / EGT at the same time. Cyl 5 showed a dead EGT and never came back, but the CHT dropped and back to normal when coming back to the approach. Bare in mind, I was still within 5nm of airstrip, with Terminal. Once pulling the power below 18", everything felt normal. There also was not any change in engine sound, the engine sounded like it was still running on 6. On the ground, I was able to land and taxi back, no issues as engine ran smooth., I even did run up with mag check after flight, both were spot on. I am uncertain what has happed, but had to rush back to the field and park the aircraft. The initial thoughts when everything failed, was "Did I lose a mag?", that feeling. Sunday: I sent all details from the JPI EDM 700 to Savvy Aviation and they came back with some ideas pointing towards induction leaks. Monday: Good thing about having a hangar at a maintenance facility !! Team of experts were on it, this is what we did. 1) Checked all fuel nozzles, removed and inspected. Did a pump out test to see equal spray amount. Everything good. 2) Ignition tests, checked spark plugs and cables, Everything good. 3) Ran a borescope into cylinder 5, everything looked good. 4) Removed the valve cover, a checked rocker position, removed rocker and inspected valves. We thought maybe a valve a stuck, negative in the findings. Everything good. 5) Induction test, we checked all possible induction leaks, found no issues. 6) Wastegate / turbo function. We ran the borescope into the wastegate, manually checked the function, all good. Ran the borescope into turbo, all looked fine. Our last option yesterday was to remove the mags and inspect them, that is where we are at. The last uploaded file was not a flight, it was a run up mid day with my tech to see if we can replicate the issue. Everything ran very smooth... Green line (EGT5) taking a flat dive and never coming back until engine off. During a runup test on Monday, EGT5 was back online, like normal. Let me know what you all think! Thanks.

Thanks everyone!! Great feedback.

Hello everyone! I have a quick question for you all. I recently had a JPI 700 installed and now need to calibrate the K-Factor. I downloaded the instructions on how to calibrate it over the course of 3 flights. My question is, that in the manual it does not state what mixture setting you should use for the 3 "test" flights. Because you need to add fuel after your test flight, (value added is part of the formula) running full rich, 65%, 55% etc, in my opinion will fluctuate the readings. My thoughts, run all 3 test flights at full rich>? Any comments? Thanks!

Hey everyone, thank you for your input. I went ahead and contacted Foreflight, which they responded immediately and they are working on a solution. The aircraft is basically a M20K 231 with the 262 Trophy upgrade (power train only). I think we would looking at a mix of profiles of 231 and 252 (which has my power plant). Keep you all posted, have a great day.

Hey everyone, I recently purchased a 1979 Mooney M20K 262 Trophy. Does anyone who uses Foreflight, have any predetermined aircraft performance profiles? I have been using the M20K 252 TSE, since they use the same powerplant (TSIO-360-MB1). Thanks.

Ok! Thanks everyone for the input. I agree with many of you, I will convey the info to my mechanic this morning. have a great day, thanks.

Hi everyone, I am recent owner of a 1979 Mooney M20K 262 Trophy. Airframe has 4288h total on it. I took her out for a spin today, flew up to 9500ft into cruise from sea level (I live in Montreal, Canada). After flying for 1.4h we (my instructor and I) requested a touch and go before a full stop when back into the Control zone. Back on the initial climb to 1100ft, as we turned for cross, we heard a loud “pop” and the door opened. Even reducing the speed to 65kt with full flaps and landing gear, the pressure was still to high and we only closed it at touch down. The door has been hard to close since day one I bought it...requires force to shut and lock (which locks) Is that hard to shut a normal thing? Could the inflating door seal be causing an issue? Has anyone encountered this issue in general? Yes, before anyone asks, the door was shut before any takeoff. The aircraft is now in maintenance, will see what comes from it. Have a good evening, thanks.

Hi everyone, I just picked up a 1979 M20K 262 Trophy. The previous owner was not using a checklist ... ya, that’s pretty bad. Do we have any 262 owners on here? Before I take first flight, I will need a checklist. Previous owner “lost it”. Wondering if anyone would kindly share one for the 262 Trophy. Thanks!

Yup, thanks guys! I live in Canada and the original owner had totally misplaced the AFM supplement in other documents... Found everything I need PS: Indeed, it is the 262 Trophy conversion.

Sounds good! Thank you for the guidance!

Hi everyone, I just purchased a 1979 M20K 231 that received the 252 conversion, in 1992. The aircraft came with the POH for the original 231. Does anyone have a updated POH with the 252 mods? Have a great day, Thanks.