Jrob

Good morning all. I was curious if many Mooneys are planning on attending the Missoula Fly-in in June. Judge

Bob. Thanks for the input and the picture of the engine off the mounts. I'm thinking it might be an exhaust leak around the gasket in the turbo itself. The unit was completely rebuilt in October (115 hours ago) and it is a very rare occasion I run the TIT to 1600 and more often it is closer to 1550 (@150 ROP). There was one occasion about a month ago when I had to go around on very short final due to geese on the runway. I didn't push the mixture in immediately and the JPI showed TIT of 1700 for 4 seconds. Other than that screw up, I tend to run pretty conservative. Have a call in to Dugosh as he has done the last couple of annuals. Thanks again. J

Good morning all, I posted last week about my 231 that blew a SCAT hose connecting the exhaust from one side to the other (see pic). That has been repaired and signed off but I decided to leave the cowl off and spend some time cleaning the engine and do and oil change. I noticed several areas of bronzing around various EGT probes and the TIT probe and wanted to know if that was expected and acceptable. Also, there was a fair amount of white residue on the exhaust side of the turbo which was completely overhauled at last annual. The slip joint immediately above it is shown. The plane has been running fine with all parameters in the green. I have started to do my own oil changes as I have had a lot of problems with the local shop (crushing hoses, not hooking up the landing lights, taking forever) and as a way to get to know the plane. Thanks for any advice. Judge

Looking in through the cowl flaps before removing it, I didn't see anything rubbing . Do you think the white deposit on the turbo return line would be from this hose opening up? It's a SCAT HOSE from pilot exhaust manifold to the copilot side. What would you see/smell/hear in the cabin or on the JPI if you had an abrupt exhaust leak? Would you lose power due to less exhaust going to the turbo and if so, how much? On the last flight, plane ran fine and nothing seemed out of the ordinary except the #5 CHT reading LOW.

M20Doc- thanks for the visual overhaul based on one picture. That was like finding the hidden picture game. I did notice lots of zip ties to the frame. Do all of those need to be phased out and replaced? Any thought on SCEET v SCAT? I've heard that SCEET can work loose easier but I also had some serious gouges in the oil pan and MERLIN caused by the wire in SCAT hose. The OEM gauge was reading normal but I didn't realize it was on #5 and as I said before EGT was normal and the plane ran smooth and otherwise normal. Thanks again for yalls help. J

Thanks for the input. I went and opened up the cowlings and moved the air box but realized I didn't have my "plug sockets" so I'll have to tackle it this weekend. Wife says I have to mow the yard tonight. I started looking around and found my flexible exhaust pipe looks terrible. I had the oil changed last time (15 hours ago) and am certain it wasn't there when I changed it 45 hours ago. Any ideas on what may have happened. Don't mean to highjack the thread but I started it anyway. Any thoughts on replacement product? The "aerodux" that is in place seems really brittle. Again, thanks for any help

Good morning all, I have a '81 231 with about 1500 SMOH, LB engine with a JPI 700. A couple of flights ago, just after oil change, I noticed that #5 was showing CHT LOW. EGT was normal range, engine was running smooth and I as out in the sticks so I finished my trip (150NM) and just before landing, the CHT was reading normal again. Two days later, plane started fine with no rough idle or morning sickness (OAT 25F) and everything read normal. Flew home without a problem. Last trip home, CHT did the same thing with a LOW indication and EGTstill normal. Probe registers inline with the others before start up and engine runs smooth. I'm taking the plane in but wanted to get some opinions as I think the mechanics often jump to worst case scenarios (ie pulling the cylinder and checking for valve issue). The JPI was installed with zero slack on the wires so I cant reach the #3 wire up to #5. Would anyone say replace the probe first? Any thoughts are appreciated. Judge

Twin .50 cals in each wing??

I guess flat lander is more descriptive and accurate. Just seems really low compared to the mountains out west

Steve, I was in your same position 2 years ago. I am a low lander (Lubbock, TX) and frequently fly west into Colorado, Wyoming and Montana. I desperately wanted a 252 withTKS but the $150,000 price tag AND my low time as a pilot steered me away. I purchased a '81 231 with a high time engine (1400 SMOH) at a good price because of the fear that 10 seconds of mishandling the engine would make it explode. The overhaul was built into my budget for the next couple of years and it will definitely be more than a Lycoming 360. I have 200 hours in the plane and couldn't be happier. I have two annuals behind me and the 231 is slightly more to maintain but not as bad as many people try to scare with. It is also more forgiving than you may think. I will not explode if you take off at 38.1" of MP and I think it is easier to land than a J maybe because of the heavier nose. I would echo some of the others that if getting high to avoid rocks and getting there quickly is important, then a 231 would be a good plane for you. I routinely take off 100 under gross in the summer mornings with DA around 8500 and do not have to circle to clear the mountains around the airport. As far as TKS, it was on my original wish list but I'm not sure that it wouldn't have led me to push into a bad situation. If I am flying on a tight schedule especially in winter, I book a refundable airline ticket. I have had to use that ticket twice and it sucked but I was alive to explain it to my wife. Finally, the oxygen thing. If you hate flying that high, then a 231 is kinda a waste. I often fly east at 13,500 for better winds and jewels is only marginally faster than a J. Flying west at 20,000 I have seen GS over 220. Either way, they are great planes. Don't get pushed away from a 231 IF it meets your needs.

I have a quick question for all you experienced mooniacs. I was flying last week at 16,000 when I saw this out my co-pilot window. At first, I thought it was just undulating parallel contrails but if you notice the two "strands" wrap around one another. Didn't see any other contrails along that direction of flight. I wanted to follow them to see if I could find a Leprechaun, Jimmy Hoffa or a 737 doing rolls. Any thoughts? Seen it before ? Thanks, J

I forgot to clarify. I have a JPI 700.

Hi all. I have a question for the mooney experts. I have a 1981 231 that I bought about a year ago. Last week I had a routine oil change with a shop that has a good reputation but this was my first encounter with them. They are based at a small uncontrolled field and I took off mid day without my landing light. On approach at my home field, I switched on my landing light and my JPI "reset" like I had just flipped on the master and the MFD flickered a bit but stayed on. I tried one more time and same result. Out of the fear of bursting into flames, I landed without the light. After a routine landing, I shut the radios down and flipped the landing light switch. Same issue with the JPI (MFD is off at this point). Called the original shop and they said, "nothing to do with us, have it fixed there." Has anyone encountered the same issue? Something get pinched with the cowling coming off? Any thoughts are appreciated. Judge

Wow! Thanks for the explanation and procedural insight, kortopates. I have gone thru the avweb readings but your explanation put that information into a digestible and easy to follow format. Can't say thanks enough and look forward to getting some Data points next week.

Thanks for all the input. I'll report back next weekend after I can get out and fly a bit. Tell me if this sounds ok for a procedure. 1. I'll climb at 33"/2600 to probably 14500ish 2. I'll leave the cowls open and pull to 10 gph or even lower if needed. 3. I assume I will have to add some mp back to bet back to 30-31" 4. If all temps are good, I'll start closing up and enriching to get CHTs (#2) just under 380dF but still worry that TIT will be the limiting factor (from past attempts)

This is kinda a topic resurrection. I have been working with LOP ops in my 231 (intercooler, Merlyn, and gamis) and still have problems keeping the TIT below 1630. The FF will get down to under 9 and still run very smooth. What impact does MP have on the TIT? Do most of you guys do the big pull starting with MP at 33" and then add MP back? And please educate the misguided, if HP when LOP is determined by FF how does MP play into that?

Thanks for all the input. Besides changing to tempest fine wire plugs, any reason the TIT would be over 1650 even pulling back to 8.5 gph? My FF seems pretty accurate based on filling the tanks. Thanks for all the input

Hi all, First, yes I couldn't resist on the title of my topic but actually that's truly the issue. I am the proud new owner of "Jewels" (231J) and we'll I am head over heels in love. She has the LB engine with Merlyn and intercooler with 1300 hrs SMOH and has had 2 cylinders replaced in the past. Compressions are all low 70s and Dugosh did the prebuy. Today I tried LOP ops. At 10,500 (OAT 8), cowls in trail and FF at 13.7 on my Hoskins, I leaned on my JPI 700 to FF of 9.8. CHTs were great with #2 being hottest at 360 but the TIT was 1670. I further leaned to 8.5 gph and the CHTs continued to fall but TIT remained at 1650-1675. The factory TIT never reached 1650 during this time. MP the entire time was about 27-29. After about 5 minutes, I chickened out and returned to ROP. Any of you experienced, 231ers that fly LOP, I'd love to hear what you think. Oh, and in case you forgot, damn these planes are cool!!!! Judge

Thanks everyone for all the input. It is re-enforcing what I was already thinking. I knew the acquistion cost for the Mooney would be significantly less but the maintenance cost are not something that the BO forum really makes very obvious. The parts issue is still a concern for me but thankfully I am not going to begin seriously looking for another few months. My wife is a little concerned about the cabin size of the Mooney. Thankfully she drives little, fast cars which I think is very similiar to the "feel' of a Mooney. Cant wait to put a tail number under my name in the next year or so. Judge

Thanks for the input and to clarify my six y/o is a big kid but not quite 400#! It is interesting how the two forums differ in the discussion about the cost of operation and cost of annuals. The BO forum have expressed concern that Mooney parts will become impossible to find in the future and besides fuel they really dont discuss a significant higher cost of operation. Another consideration is I have friend who is also a low time PPL interested in partnering on a Bonanza. His mission is similiar although he has two kids so it would probably be a good fit. Any thoughts on partnering on a plane and specifically with two low time pilots? Some of the posts on BO and Piper forums talk about how "slippery" a Mooney can be and as I said before I dont want to buy something I can't handle. I really appreciate the feedback. Anybody near Lubbock with a 201 or F? I would love to sit in the back seat of one.

Hello all, I am a 125 hour private pilot and looking a purchasing a plane in the next year or so. I am tired of putting along at 100 kts in a rented Cherokee that looks like, well it looks bad. I plan of finishing up my IFR before purchasing and getting another 75 or so hours. I have been following several forums with special interest in this one and bonanza.org trying to decide between a Mooney and Bonanza. My typical mission will be me, my wife and my 6 y/o son (400#) from KLBB throughout texas (2-3 hours) and someday into the lower Rockies. I am a surgeon (insert the dead doctor joke here) and do not want to buy more plane than I can handle (thus the reason for the dead doctor jokes). I would love to hear any thoughts about why you chose a Mooney over a Bonanza. Would that decision be different today with the current state of Mooney Aircraft Co. Also, any thoughts about buying your first plane knowing that over the next several years (and few hundred flight hours) that your skills and comfort level will expand. Thanks in advance judge

Thanks to everyone for their input. I should probably clarify a little. Our typical winter trip is usually for several days (5-6) and we typically don't mind driving when we are able to stay a few days. We have on more than a few occasions had to prolong our trip because even the road passes are not very passable. I am hoping that the ability to fly will afford a few more trips from May - October which is my favorite time of year in southern Colorado mainly because the fly fishing is impossible to beat that time of year. During those conditions, I was wondering if turbo would add some degree of safety on high DA days. I whole heartedly agree about the personal airliner comment. Family friend of mine is one of those statistics thanks to having to be back for a meeting.