kortopates

Hi @MattSet I keep forgetting to point out that from your picture it sure looks to me like you still have the TCM Diverter valve on your Mooney. Back in 2019 TCM issued Critical Service Bulletin CSB19-01A for fuel diverter valve malfunctions, requiring owners to remove the assembly and reroute fuel to prevent power loss, a critical safety issue due to potential leaks and hydrostatic lock. Apparently it brought down at least one plane. This never made it too required AD status but nevertheless its been taken seriously enough we only rarely see one still in the field - especially after all these years. Recommend you verify if it hasn't been complied with implement it soonest if so. After sitting for a couple years the seals in the diverter are even more likely to cause an issue in flight.

Craig is a great guy, before he was at Command Aviation he used to be the DOM at at a MSC on the east side that closed years ago. He knows more about Mooney’s than he’ll admit! lol Sent from my iPhone using Tapatalk

Part #42, alternator drive in your pict, is where only thread and sealant are used. But if it only leaking from the vacuum pad cover, that's a much easier repair to just replace that gasket and re-torque the nuts - hopefully that's all it needs. Can't recommend anyone on the east side, but on the west side Command Aviation at Burlington, the DOM there Craig Scamehorn is a real engine guru if the part 42 turns out be leaking. But since he runs the shop these days I don't know if he's actually turning wrenches anymore - you'd have to call him. Not to say he couldn't supervise one his tech's to do it as well,

Since your in FL, although its probably too late now, but you could learn a lot about your Mooney by attending our next PPP in Ocala FL weekend after next Jan 30, see https://www.mooneysafety.com/event-details/ocala-florida We do a 5 across the country each year so maybe you can join us at a future one,

Excellent recent advice above by @WilliamR and @Ragsf15e about what the priority should be - max FF not Gami's, which I am sure is why @Pinecone is asking about your Fuel set up. Since this is a 231 with an aftercooler, it needs to get the max FF specified by both TCM and the aftercooler manufacturer at the reduced redline MAP (generally about 37.5" MAP depending on manufacturer) not the original 40" - which many mechanics without experience with this engine fail to do. I teach my transition students to monitor TIT as they go to full power and start the takeoff run and abort any takeoff if they see the TIT get to 1450F - with countless Savvy clients I've see a partial loss of power occur after takeoff from this. The K's didn't get this warning their POH's but its in every modern Continental turbo engine POH to flip on the boost pump if TIT gets to 1450F. So make sure max FF is adequate at your max MAP. Secondly find an instructor that actually has time in type including a 231. Its critical and almost cost you your engine from overboost - if it got a couple inches higher I am sure it would have been much worse. If I had more time I would provide a better explanation on Merlyn's limitation. But @PeteMc actually did a fine job of explaining why it's not an "automatic" wastegate. An "automatic" wastegate is also known as a "set and forget" wastegate. Its flies just like a NA engine and won't overboost as your CFI pilot expected. This is where the marketing material on Merlyn's website is so misleading and you and your CFI are not the first to misunderstand this since anyone with real turbo experience reads automatic wastegate expects exactly that - a set and forget. But the Merlyn is sill manual, as Pete explained, it will still overboost and as ambient atmospheric pressure changes in climbs and descents you have to keep adjusting the throttle for MAP setting you want. How the throttle behaves is no different than how the throttle behaves without the Merlyn, but what the Merlyn brings to the table is "adjustable" wastegate over the original fixed bolt. By adjusting the wastegate, it's able to greatly increase the critical altitude of the turbo installation from 15K DA to around 22K DA, which does make it a whole new airplane with respect to altitude performance. But the pilot still has to manually manage their MAP after any change in ambient atmospheric pressure or altitude unlike any real automatic wastegates which are all hydraulically controlled wastegates. However, given the price point for a Merlyn pneumatic wastegate, its a bargain compared to how much a hydraulic wastegate installation adds up to in 252 or Encore which is why most 231 pilots are happy with its limitations. I originally owned a 231 as well before upgrading to 252 now converted to the Encore - but night and day differences.

GP is super fast for me. i have both north america and south america jepp and the regular garmin downloads. I download the full 8GB in under 10 min at home with latest mini ipad. its only a bear with public wifi on a trip. Never at home and my service is with Spectrum. Sent from my iPhone using Tapatalk

There is nothing automatic about the Merlyn wastegate- which i assume you are referring too. it’s still 100% manual. You can still easily overboost the engine. To be automatic you need the -MB engine as in a “262” conversion. The picture shows a 231 engine. What you describe though sounds like detonation and your max FF is likely insufficient. Watch out for TIT exceeding 1450F on takeoff indicating insufficient fuel flow. Lastly with the intercooler, max or redline boost should be about 37.5”. It’s up to the pilot to add throttle slowly above 30” to avoid over boosting. Sent from my iPhone using Tapatalk

No, Vs1 is clean, (Vso is landing configuration) Sport pilot is limited to Vs1 59 CAS Sent from my iPhone using Tapatalk

There isn’t really a gasket, just thread and sealant. The TCM sealant isn’t the best either. Many use an aftermarket sealant. Sent from my iPhone using Tapatalk

I totally understand your point about modifying an aircraft that originally did not meet MOSAIC requirements as manufactured. But we’re talking about earlier J’s that the TCDS did meet requirements at time of manufacture with a 2740 MGW but later modified to a higher MGW. in the case of the Mooney SB, once undone by a log book entry, (including restoring the original AFMS and airspeed markings) there isn’t even a need by the FAA to keep those maintenance records for more than a year. (the original performing of the SB though would be required to be retained till superseded - such as undoing it.) STC 337’s must be retained for the life of the aircraft. Sent from my iPhone using Tapatalk

There are 2 ways the J’s where modified to increase MGW: 1) only on some eligible J by serial number, Mooney provided a SB to increase it from 2740 to 2900 lbs. 2) Rocket Engineering STC to replace the IO-360 with a TCM IO-550-A with a much larger increase in MGW. Of course both increased the J’s Vs1 above the MOSAIC threshold of 59 CAS since the J was barely compliant at 2740 lbs. The J SB mod to 2900 lbs can be undone without too much effort as mentioned above but couldn’t imagine returning a Missile to original j status but still possible to do at great $. Sent from my iPhone using Tapatalk

As a mechanic and IA, there is nothing unusual about undoing a SB or even backing out a STC (which does require filling another 337). But once done, the plane is legally returned to the unmodified state WRT to that mod. Hard to imagine it being different in the eyes of MOSAIC rules. Sent from my iPhone using Tapatalk

Hate to be the bearer of bad news, but i think your confidence in your Century AP is overblown. The old analog AP are very expensive to maintain. Even if it’s working fine now it won’t be that long till you’ll need to replace or overhaul a very expensive item whether it be a magnetometer, attitude indicator, servo etc. At several thousand each is why most of us ditched the older analog AP’s. But as far as modern GPS Navigators the Garmin GTN’s must have over 90% of the market share from what i see as an instructor. Your initial challenge will be in selecting equipment that will interface with the Century AP if you want to go to a modern digital attitude indicator and HSI, but on the Garmin side i believe the GI-275’s will work with your century AP, there are more expensive options as well. Sent from my iPhone using Tapatalk

Seems if you want the original 2740 MGW to apply, you would have to undo the mods done in accordance with the Mooney SB including going back to the earlier Vspeeds on the IAS and backing out the AFMS changes. Sent from my iPhone using Tapatalk

Yep at the thread seal for 42. Sent from my iPhone using Tapatalk