dlmorris

I have that item. It was removed from my K Model when the panel was equipped with the MVP-50. Fully operational but markings may not correspond to a J Model. Not sure if that works for you. Here are some pics of the markings.

Can you send a pic. I may have what you need.

I have over 3000 hours in the k and live in boerne. Own a 262 conversion. Skydancerdave@gmail.com.

I own the same year bird. The voltage regulators (I have 2 alternators) are behind the breaker panel on the right side and can be seen from underneath. I have used Concord batteries for years and never touched the regulators. I suggest the same.

It's been a while since I flew in to AVL but my recollection is the departure not necessarily the arrival that got my attention. I had myself and 2 others plus baggage on board. It was a beautiful VFR day. Headed west to Texas from an overnight stop there. My K Model struggled to clear those mountains to the west. Once I was on my way I remember checking in with ATC to request flight following and the controller said they were monitoring my path and taking bets. I didn't ask who won but knew I had. Enjoy your trip. Personally, I didn't think the town was that interesting.

I would suggest DuGosh in Kerrville across fro the factory. Dave Behrens owns it now.

You didn't state which model you own so I looked it up. I've been flying the K Model for 23 years. Just getting my second engine installed (factory). I've flown the plane over 3500 hours. 20% of that time in the flight levels over the Rockies or headed east in the jet stream. All that to qualify my experience with the TSIO360MB engine. I'm assuming you have an LB engine. Mags live a hard life tucked back there in the heat. Pressurization just add more heat. I've had three mag failures. I won't bore you with the details but I will share my experience with "overhaul/inspection" matters. Neither is option IMHO, is worth the money. If you need proof, secure a copy of the shop guidelines associated with each process. At best, it's a bench test under circumstances drastically different than the working environment of thin air and high temperatures. I had a "recently overhauled" mag fail at FL220 over the Rockies with the wife on board. Nearest airport-40 miles away. Nearest airport with a maintenance facility - twice that distance. Vacation interrupted/AOG expenses and inexperienced hands diving deep into the bowels of my bird. Take away, never again as that was the third time I had experienced mag failure on so-called "recently overhauled" mags (under 150 hours). My practice these days....mags come off the plane at 500 hours (period). I bought new mags (yes "new"). I paid the core charge and kept the old mags. I have my mag shop replace everything in the case (yes, even the coil). The backup mags are in the hangar ready for the next swap. No issues since then and believe me I'm saving money and my marriage.

Thanks to all that commented. I had the switch replaced ($1,300.00). DuGosh did the work and didn't mention alternative solutions. Note to self, static system checks will include tech prior acceptance of responsibility for such damage.

Has anyone installed this GEM System? Any experience history to share?

The airspeed switch on my K Model was damaged by the "technician" who last performed the required static system test. He (of course) is denying responsibility. Has anybody else had a similar issue?

Check to make sure the retraction spring is not broken. They wear out and are needed to draw the brake back into the wing. I agree with prior post. NEVER deploy a speed brake in icing conditions.

I've been flying Angel Flights in my K Model for years. It's a very satisfying experience. You will never put your flying skills (and money) to better use. Flights are typically 1-2 hour in length and flight times are flexible so you can usually avoid IMC with some planning. An added bonus is you stay current if you accept flights regularly. Do it.

Our switch was damaged by the local static system shop (San Antonio area). He denied it of course.

Great question...opportunity calling!!!

Get yourself a Take-Off Computer and never guess again... I've had one in my flight bag for 20 years. https://sportys.com/pilotshop/takeoff-performance-computer.html

You'll likely need to remove the extinguisher before attempting to remove the front seats. I have articulating seats in my K Model and they slide almost all the way back before releasing. Here's an alternative location I found. Very handy.

I took my K Model through the process. It was painful. Avionic shop estimated timelines are worthless. Expect to be down a half year. Unless you've been flying ribbons elsewhere, stay VFR until you've adjusted your scan. I had all new metal fabricated. Toggle switches resurfaced. Spent $60k. The good news....once you are comfortable with the new equipment, you'll never look back.

I have flown a 262 conversation for over 15 years (thousands of hrs). First, a comment; assuming you are using book power settings and operating at typical altitudes for this model (mid-teens) Any sudden throttle reduction regardless of reason will significantly reduce engine life. As to the MP increase in decent from 20 inches, I would first confirm your prop is the correct model for a 262. The 231 had a 216 prop. The 252/262 requires the 221 prop. Some conversions were signed off with the old prop. Rpm and MP increases in decent if the 216 prop is still on the plane. Assuming a correct prop, I would have your wastegate controller checked. It should progressively open as you decend into thicker air. Best solution, discontinue the throttle reduction practice. Gradually reducing MP from 20 miles out has been my practice and my engine has over 1600 tach time hours on it and going strong.

My K Model has two 80 amp alternators (two regulators as well). Amp loads are read from the digital Electronics International MVP-50. In flight, I'll get a warning a slight discharge (0.08 Amps) which is corrected when I take the #2 alternator off line. Both alternators test fine during run up when each is separately taken off line to test for charging ability. Any wisdom out these to pass along.

Recently, I've experienced an "high fuel pressure" warning (red) on the MVP-50 installed in our K Model 262. Reviewing the original programming setup doesn't indicate what constitutes "high" fuel pressure. The setup was carried over from a prior EI FP5. The POH for the engine doesn't even mention fuel pressure. Anyone know what the high-low limitations are? Sent from my iPad using Tapatalk

More Blue Ski Aviation Blues-Finally figured out why we wern't able to get 36 in. of manifold pressure following annual at Blue Skies Aviation-San Marcos, TX. Discovered bleed air hose to standby vac chafed on #2 alternator fan housing dumping upper deck pressurized air through the 1/4 inch opening. Got hose replaced. MP fine. Note to self: Avoid Blue Skies Aviation unless I want to spend the following year fixing what was overlooked or done by them. Sent from my iPad using Tapatalk

It was a rocket. The tail came off after entering a tstorm and diving to escape it. A close look at the rocket and you'll know why that happened. Don't blame Mooney engineers. Sent from my SGH-T999L using Tapatalk

I have a 12v one battery system. The Concord battery is a big part of the solution. After years of replacing Gill batteries I finally saw the light and bought a concord. Never looked back. Other important issues are: plane flies regularly (175 hours yearly). If in the hangar, it's plugged into a quality battery minder. The engine is equipped with two 80 amp alternators so power to run everything is never an issue even at low RPM. Sent from my SGH-T999L using Tapatalk

Members of this group have been very helpful to me over the years sharing experience. While I don't make a practice of spreading negative news, I have to report to this group my most recent experience with San Marcos, Texas based Blue Skies Aviation (aka Compliance Aviation). The K Model went in for the annual inspection in February this year. They were chosen for a number of reasons: 1) nearby, 2) no prior experience with them (fresh eyes on the plane), 3) they sought my business (they sent me a flyer several months earlier stating lots of prior Mooney experience), 4) while checking their website I discovered they offered $100.00 off the inspection and a free prop balance for all MAPA members. OK. I'm in. Met with Shaune Maycock, Owner of BS (pun intended) to discuss my expectations. Although he claims to have worked at the Mooney factory for some time, I got the feeling he was not as knowledgable about the TSIO360MB as I felt he should be. Nonetheless we moved forward with the inspection. A week or so later he produced a discrepancy report and we discussed a number of repairs. Among the agreed repairs was replacing the brake line hoses to the main landing gear and the cowl mounted landing light cover. Additionally, I wanted the fuel injector nozzles flow tested and synchronized for optimum balance. He reported a fuel tank leak at the inspection plate next to the fuel strainer. Insofar as this was a warranty item due to a compete tank reseal some years back, I asked that he reach out to the vendor and coordinate the repair. Maycock acknowledges being able to do all that and even offered to save us some money by constructing the brake hoses and landing light cover "in-house". Since I didn't see the prop balance task on the report, I reminded him that I wanted that done. A week or so later I received the call the plane was ready. He had hired a local pilot (additional $100.00 charge) to test fly the plane and assured me everything was ready to go. When I arrived I was presented with a bill. There was no indication he had made any effort to work through the fuel tank leak (it's still leaking). He did not offer the MAPA discount. He charged $250.00 for the prop balance. When I questioned him about these issues he denied any knowledge of any tank repair request, MAPA discount or free prop balance. Since we were sitting at his desk I asked him to turn to his computer and pull up his website. After reading the offer, he continued to deny my right to the benefits claiming that is a program only available in October (how convenient since its March). After some further discussion, he reluctantly agreed to remove the prop balance charge and discount the bill by $100.00. It would have been nice had the saga ended here but then I got in the plane.... Left brake was so soft my partner couldn't turn the plane around on our home field without running off into the mud. It took a second trip back and a $145.00 rent car to get that resolved. The fabricated landing light lens began falling apart within 10 flight hours. After 75 flight hours, it's currently cracked as bad as the one it replaced (which was on the plane 1400 hours). Requests to replace it have been ignored. All of the above pales in comparison to the massive upper deck fuel leak I experienced during a recent flight to Houston with a passenger on board. The fuel injector work they did evidently required they remove the high pressure line to the injectors. That line was only hand tight and came off in flight spewing fuel all over the engine. Only a miracle prevented an in flight fire. That's my experience folks. Stick with trusted service folks. BTW, there was no financial savings in this annual. In fact it was one of the most expensive I've had in the 20 years I've owned this plane.

I recently bought the B-Cool Ice Box (Top rated by Aviation Consumer). Ran the power cord forward behind the interior side panels to a cigar lighter plug behind my panel with an on-off switch that is reachable in flight. I introduced a disconnect plug in the rear baggage compartment so I can remove the unit without pulling all the wire out. Unlike others here I run the unit off of the ship battery while pre flighting the plane. The concord battery (12V) seems to tolerate the 3.5 Amp drain with no problems at startup. Flew to Houston Hobby earlier this week. Spent 20 minutes at the FBO with the unit running in the cabin on the ramp (102 in the shade). When I boarded, cabin was comfortable and engine started right away. Use block ice for longer service. Use cubes for quicker cooling. Use both for optimum results. Sent from my iPad using Tapatalk