JC252MB

I'm looking for a Druck oil pressure transducer for my 1986 Mooney 252. The part number is APT-154-1000-100PSIG. These appear to be in very short supply according to the usual sources. Does anyone have a lead on a serviceable unit needing a good home? Thanks in advance! PM would be fine as would email at hawker-800@hotmail.com

Hello from from Antigo, WI. I base my 1986 Mooney 252 and use it to run around between here, Green Bay, Mosinee and Oshkosh. Don't take it on really long trips anymore but it does a tune on the short ones. I've used grass surfaces with this airplane and although things worked out fine I'm not really eager to make a habit out of it although there's plenty of lousy tar out here too. Drop me a PM with a contact number and I'll give you the tour next time I'm into OSH.

I used Fintech right there in Willmar, MN to refinish mine. Very reasonable and a nice job.

Nope. Took her over to get an oil change and now the starter drive is off the airplane and is heading to be either overhauled or replaced by an overhauled unit. Whether I wind up keeping the bird (not really my first druther) or selling it (druther numma one) this issue has to be resolved. Awesome engine....great airplane.....bad timing.

Well......she's got go. If you are looking for a very nice Mooney 252 at a reasonable price send me a PM for details and additional pictures. Aircraft lives in Northern Wisconsin. 1986 Mooney 252 TSE N252MB (25-1022) 2230 TT 700 SMOH Annual Due: December 2011 Paint and interior are both five years old. Metallic blue over white Imron with two tone accent stripes. Seats are light grey with dark blue fabric inserts and matching dark blue carpeting. All in excellent condition. Glass is in good condition as is the headliner. Custom leather wrapped control yokes. Glare shield has been recently overhauled and repainted. KFC-150 autopilot/flight director with KCS-55 HSI and KAS-297 altitude preselect. KLN 94 GPS and KNS-81 coupled to A/P. KY-197 comm and KX-165 navcom with KI-208 ILS/VOR/LOC indicator. WX-10 Stormscope. KN-64 dual DME coupled to both KNS-81 and KX-165. KMA-24 audio panel with 3LMB. KR-87 ADF with KI-227 indicator. KT-79 Mode C transponder and encoder. IFR certification is good till September 2013. New vertical card compass. New brakes and new tires. KG-102 remote compass is freshly overhauled as is the aircraft transponder. GEM 602 graphic engine monitor, Shadin Mini-Flow fuel computer, speed brakes, hot prop with new brush blocks, two year old battery with 24 volt desulfinator/trickle charger, dual alternators, standby vacuum system, pulse lights, four place David Clark intercom, four place factory oxygen system with Kevlar bottle. Hydro check on bottle, regulator and altitude compensator good till July 2014. Recently overhauled altimeter and turn coordinator. Tanis heater, Kennon insulated cowl blanket and Bruce cockpit cover. Halon fire extinguisher. All engine compressions are in the 70’s. New magnetos at last annual inspection. All SBs and ADs are up to date. Oil changes done every 25 hours for the last 300 hours. Aircraft has been hangared for the last ten years and reflects a high degree of care and attention.

PM sent. Please let me know if you didn't receive it or you would like more info.

Rocinante! You can pick the Cervantes, Steinbeck or Peart reference.

Yup, the first two letters are my name and the 252MB is the tail number. Performance charts say 75% power so I'm gonna go with that. Airplane is just about out of annual with nothing big to talk about which is a very good thing. More than likely the airplane is going up for sale once I have it back as my mission needs have really changed. Anyone looking for a really nice 252?

I don't think I've ever seen a CHT in my airplane over 400 because of my actions at any altitude. My takeoffs are all max MP, 2700 RPM and FF leaned for 1450 TIT. My CHTs hang in around 360-380. I only use one cruise setting and that's 28MP, 2500 RPM, FF leaned to 1450 (13.0 gal +/- .5) and cowl flaps closed. Again, regardless of altitude my CHT numbers are 360-380 across the board and my true airspeed is within a knot or two of book by any method you want to use. I re-read that article from time to time and I believe the author is Bob Kromer but I could be wrong. I'm happy and the airplane seems to be happy too. It's currently in annual so let's see how happy I am later.

I don't think I've ever seen a CHT in my airplane over 400 because of my actions at any altitude. My takeoffs are all max MP, 2700 RPM and FF leaned for 1450 TIT. My CHTs hang in around 360-380. I only use one cruise setting and that's 28MP, 2500 RPM, FF leaned to 1450 (13.0 gal +/- .5) and cowl flaps closed. Again, regardless of altitude my CHT numbers are 360-380 across the board and my true airspeed is within a knot or two of book by any method you want to use. I re-read that article from time to time and I believe the author is Bob Kromer but I could be wrong. I'm happy and the airplane seems to be happy too. It's currently in annual so let's see how happy I am later.

I see 340-360F, 1450 TIT at 120 knots in the climb. M20K/252.

I own a 252. I fly it often and I'm very pleased with the performance and the overall efficiency of the airplane. It is the first Mooney I've owned in fact it is the first and only Mooney I've ever flown. If you want to get a first hand look at a really nice one that lives in MI, drop me a PM.

Thanks to all so far. Appreciate it! The only time I'm really ever at full power and full rich is for take off which right now looks like 31 inches MP, 2700 RPM and about 1200 TIT assuming I don't lean to a more typical 1450 on the go. I don't believe I'm running a reduced power setting as what I'm running in cruise is right out of the book for 75% power at 28 in. MP, 2500 and pretty much 12.8 gl/hr. Yep, no doubt about the turbo spinning up on the takeoff roll. Problem is....I only get 31 inches of MP. I think tomorrow I point my A&P towards a possible sticking wastegate and/or a set-up issue at the boost contrller. Flew the airplane today BTW from Northern WI to Southeastern MI (1:30). Everything was very satisfactory at 9K (28 in. MP, 2500, 12.5 gl/hr, TIT of 1450 and all CHTs 340-360. Thanks to all! This is a great site.

New to the forum and I've tried the search function for this issue. I've owned my M20K for about six years . It's been very reliable and trouble free. I have noticed that my MP available for takeoff has dropped to roughly 31 inches and while I thought that replacing the cracked #3 intake tube might help to recover some of the MP, it has not. The cracked tube was an "ah ha" by the way and was not found on the most recent annual. Engine time since OHV is 550 hours. I'm seeing a fuel flow on take off of approx. 22 gal hr but when I lean to a TIT of 1450 in the climb I see about 16 gal hr. CHTs are all hovering in the 340-360 range and the engine is quite smooth. I just can't explain the loss of about 3 inches of MP. Can this be an issue of the engine being set up too lean? All of my compressions are 70's. I run the airplane in cruise flight at 28 inches MP, 2500 RPM with a TIT of 1450 or so with a fuel flow in the vicinity of 12.5-13.0. CHTs are right where I expect them to be and all the EGTs appear quite uniform. True airspeed is within a couple of knots of what I'd expect as well. Anyone have any thoughts as to where my MP is going and where to focus my search if this is indeed unusual given what I've passed along here? Thanks in advance!