jackn

When he said 49, just figured the worst. I'll probably do it at 4,900. Let you know how it works.

$49k, yes, I may have mis-heard.

I was speaking with a representative of Ameritech Aviation at Sun-n-Fun, he said that they would be announcing support for the electroair Electronic Ignition System for the TSIO360 on Mooney M20Ks at Oshkosh. It will fire two times, 71,000 volts, first on the compression stroke with timing varying from 20 BTC to 39 BTC and again on the exhaust stroke. The list price of $49,000 (less a usual 15%) will not make me run right out and get it, but I like the idea of the support for Mooney. I got a lot of inquiries from the vendors about Mooney, there seems to be a lot of good wishes.

One other thing; important! Once the 930 is set to your liking, Back-it-Up! When my first unit failed, JPI sent a new one free, it would have been a hassle to redo all my settings.

Give JPI a call. This is how I was able to set up mine, on my own.

Thinking ahead is key to flying and maintaining a Mooney.

1" / min is not going to hurt anything. But, is 59 or 30 seconds. Most likely no. Use common sense, I wouldn't yank power and drop. These engines aren't prone to shock cooling. They run pretty cool. I would be much more worried about a high speed/ low power decent., where the prop is driving the engine. To get back to your question, just slowly and reasonably reduce power. You have speed brakes. I use mine.

Could you post some pics or info on your homemade airflow blocker? I need to do something to keep oil temps higher.

The 231/252 makes for a wonderful long distance travelling machine, particularly if it comes with Long Range tanks & TKS. They are also sporty airplanes for having fun with the local flights. I've had mine for about 4 years now, and use it for both. The attached article gives some good pointers for what to look for. Regards. http://www.mooneypilots.com/mapalog/mapalogarticle.html

Hi Nick, We have virtually the same plane. I'm very pleased with mine. I'm based at HTO, along with a few other Mooney guys. We help each other out with maintenance issues. Please feel free to contact me at jackn12002@yahoo.com with any questions. if you come over please let me know & say hi. Best Jack Nolan

The 252, and Encore's are wonderful planes. If you want a 'big bore' there are a lot of options. If your mission calls for a turbo small bore, there is nothing out there that competes with the 252. The -MB or -SB engines are true engineering marvels, Only improvement might be FADEC. Take the time to set it up properly and you'll be happy.

It had better be at $800,000!

My Encore has a useful load of 1026. I would think Joe's former plane is about the same. Mine is fully loaded, TKS, extended tanks, etc. I was suprised to see the A36 has a smaller useful load. http://www.aopa.org/News-and-Video/All-News/2013/September/1/Classically-modern.aspx?CMP=ADV:2

Consolodated Aircraft Suppy repaired my unit. They are located in Ronkonkoma, NY (631)981-7700.

They absolutely can be repaired. Your mechanic must be used to working on Bonanzas or Cirrus. You either have (2) ElectroDelta VR802 or (1)Mooney 800270-503(this has two connectors). When one of my VRs went south, I chose to replace both with the single box, giving more room behind the panel. I will check my logbook to get the name of the company that repaired and yellow tagged my unit.

3 1/2 years ago, when I first bought my plane, it had an intermittant problem with the KFC150. I brought it to my local avionics shop. 3 month later and a lot of money the avionics shop told me the same thing(poor A/P). We then found it was a bad AI, that fixed the problem. Last year I started having another intermittant problem, this time I took it to Griffin Avionics in Hyannnis MA. They specialize in A/Ps. They told me the KFC150 is a very good A/P. They found and fixed 3 problems in 1 1/2 days(HSI, + 2 connector issues). Again, nothing wrong with the A/P. A/P problems are usually intermittant and very hard to trouble shoot in the shop unless you have the proper test equipment and experience. This can lead to a very frustrated tech as well as owner. i suggest you call auto pilot central and ask their opinion. Now it's steady as a rock and highly capable, especially when connected to GPSS and Alt pre-select.

Would love to swap, but don't think the financials would work. BTW, did speed test yesterday at 10,500 N,E,S,W during BFR/IPC. Myself, instructor, 50 gallons fuel, 4.5 gallons TKS. Saw 170 true.

Is it possible you have an exhaust leak? Hot gasses blowing on the CHT probe? Maybe why the EGT is lower. If that's not the issue, I would replace both plugs on that cylinder.

I'm 56 and try to have a yearly physical. I like to freak out the PA by dropping my heat rate below 40. It's a good idea to monitor all your parameters, but don't go too crazy. As in everything, just use a little common sense.

I'm in excellent cardio, competitive runner/ triathlons. I use O2 at 8k or higher, or 7k at night.

Northeastern Aviation. I believe they are an MSC.

Earl, I'm very happy with my plane. There is really nothing out there that fits my mission better. From April - November, my flights are local or generally within 200 nm. So I throttle back, train & just enjoy. Dec - March I fly out to CO and fly the Rockies. I bought mine already coverted. I would not spend the time and money to convert the MB to an SB engine unless the MB was shot. If you do, I would(and did) install a certified JPI 930(or similar), since you need new MP and RPM anyway. I added TKS anti-ice as well. The added 10hp seems to balance out the performance lost on this. I also have extended tanks. I feel these upgrades (TKS, Extended tanks, and 930) should come first, although the extra 10hp helps.

Just guessing, but you mentioned the Fuel pump was repaired. The symptoms you report would be consistant with a loose/leaking MP connection to the fuel pump.

I second flying the Hudson VFR corridor then direct to HPN. Can't remember which FBO(maybe Signature) has a van that will take you to the train station. half hour to Mid-Town Manhattan.

I spoke with the factory and was told to check and adjust the fuel pressures at both idle and high RPM. They also referred me to the engine handbook. The pressures were checked, found to be out of adjustment, and once recalibrated the problem was solved. Very good point. If the fuel system is set up properly, there is no need to lean on taxi. Also, I set my full power fuel flow a bit on the rich side. This gives me the ability to use a lower power setting while in a cruise climb. This saves a little gas and wear on the turbo.