Pinecone

The difference between the -MB (252) and -SM (Encore) engines is basically the max boost and max RPM settings. There are no other changes to "convert" from one to the other. You can do the conversion with the engine on the plane. -MB is 36" and 2700 RPM, the -SB is 39" and 2600 RPM. 210 and 220 HP respectively I do have to keep and eye on the manifold pressure as it can overshoot by 0.5" or so. It is allowable up to 41" for up to 2 minutes, but I try to keep it below 39". Hmm, I wonder how the take off and initial climb would be at 41" and 2700 RPM????? Should be around 235 - 240 HP And NO, I am not going to try it..

How many hours of dual do you need? I went to where my plane was and the instructor also traveled there. We did 5.5 hours dual (needed 5) and then I flew the plane home solo to more than satisfy the 5 hour solo requirement. By doing it this was, we could concentrate on things I needed, not just fly a cross country.

Thanks. So with a year lead time, you are 15 months out from having to return the core.

https://www.advancedpilot.com/#:~:text="The APS classes are state,economical and just plain easier." APS Seminar. The ultimate learning on leaning any engine. I climb with everything full forward. Level off, accelerate, then pull back the power to the desired manifold pressure, then set RPM, then do a BMP (Big Mixture Pull) to 10.1 GPH (63% power), trim the manifold pressure and done.

Looks like a cut and paste from another product.

Hmm, that was what I was saying in the 2nd post. With the lead times, it makes sense to make a line in the sand and order a factory engine (reman or new). Wait a year and some (not sure how long you have to return the core), but get the max out of your current engine.

The issue is the non-WAAS installations. Without a "factory" path forward, it is very limiting.

Another option would be for Mooney to release the suppliers to sell to MSCs or individuals. It is not like they are losing money, as they aren't getting the parts made.

No reason Mooney can't do this type of thing directly. But if not, we just need to find an MSC to set this up and sell it to the Mooney bean counters.

NICE.

Agreed

I have talked to Frank Crawford about this issue. And mentioned that many of these parts, owners and MSCs would be willing to preorder with a deposit (or for smaller cost, pre-pay in full) to get them. Even if it is to have spares. With a moderate mark up, Mooney could get them into the pipeline and even purchase a few extras without tying up their capital. He agrees, but it is the bean counters that can't see that path.

These things are already part of the training. There is 3 hours of instrument training before your PP. That SHOULD cover 180 turn and some unusual attitude recovery. Fuel planning should be taught. Base to final turn should be taught, although I am a big fan of some spin training pre-PP. Flight Reviews are required every 2 years. But we keep having the same causes for mishaps. But, I saw a statement, that people who are active on forums, attend things like Mooney Max and Mooney Summit are less likely to be involved in these types of mishaps.

Last time I heard, lead times at shops for overhaul are still pretty long. A Factory Reman or Factory New is more expensive, but you can order the engine and only be down for the swap time (a week or so).

This

My 252 has an oil separator. It appears to be factory. I had an issue with all of a sudden higher oil consumption. My local FBO checked and nothing was leaking. But said they had seen this on another TSIO-360. The breather connection to the crankcase is forward starboard, and the oil separator is aft port. There is a hose that crosses from right to left near the front of the engine then back to the baffle where the oil separator is mounted. They removed the hose and oil separator. They flushed the hose with mineral spirits and compressed air. And flushed the oil separator with mineral spirits. The oil consumption went back to normal.

I am not a fan of non-instructors introducing anyone to anything. Until you have trained to instruct, you don't know how much you don't know about instructing. You do not necessarily need to be trained to instruct flying, but some formal training instructing

I will have to ask my installer about this, just for info purposes. I don't know about the Avidyne, but the 650 over a 430 is a major difference in what it does and can do.

You say that they are against is, but the chart posted earlier in this thread, FROM LYCOMING, says otherwise. It clearly shows LOP for best economy. Your POH is 40 - 50 years old. Fuel was cheap, running ROP at best power was a good thing. And the manufacturers advice chnages over time also. The APS guys found that the Continental manuals in the early 60s talked about and recommended LOP operations. But most POHs did not mention it. At some point it came out of the Contenintal manuals, but AFAIK it is back in. Also, do you follow the guidance of the company that made the engine or the airplane? If you are running at peak, make sure you are under 65% power. 65 - 75% is a grey area and over 75% you are in a range where you can damage your engine. Here is what your pistons may look like after some detonation.

I decided I did not want everything leather covered. I wanted cloth seats and just to paint the plastic panels. I opted to use a local shop that has good reviews locall. I will post my experiences. About half the cost and a lot less time to get a slot. I am doing mine at the time of a avionics upgrade, so the interior will be out already

There is no right answer. As it depends on the person. For some, they will use it as intended, to better thir chances if something goes wrong. Others will use it as to do things they shouldn't be doing. A better tact is to convince them to get their instrument rating. The best of both worlds. Not to go blasting off into hard IFR, but to increase skills and overall be a better pilot.

AWESOME, thanks. I need to upgrade to One PaK before the end of January anyway to get a refund for my 650 database subscription, so I will have my shop give me the paperwork to do this.

I think the GTNs have so much more capability and connections and new buses, that pin compatibility would have not been possible

Thank you for the kind words.

FYI, you do NOT need to replace right now. There are inspections that can be done for the next 2 years. There are other threads on this. Synopsis If a Clamp has 0 – 450 hours – Replace or inspect before 500 hours. If a Clamp has 450 or more hours – Replace or inspect within 50 hours. If a Clamp has unknown hours – Replace or inspect within 50 hours. Continue to inspect every 100 hours or 6 months, whichever comes first until July 17, 2025, then you MUST replace clamp. After replacing the clamp, inspect at every annual and replace before 500 hours. And, of course, if the clamp fails any of the inspections, it needs to be replaced before further flight.