kortopates

Be sure to contact Lasar by phone directly. Even though they may not have it in stock doesn't mean they can't have it drop shipped from Mooney if Mooney has it in stock or as soon as they do. Be very careful attempting a repair with RTV since It could expose your engine or filter to sucking in pieces of RTV from the repair site.

Somethings wrong, it may not be the mags, but at Spokane's altitude I wouldn't expect that alone to be creating an overly rich condition. So I'd check the low Idle unmetered fuel pressure as well as the idle mixture adjustment - since its apparently behaving like its too rich. Perhaps the pump got adjusted along with the Mag work?

Unfortunately a 262 conversion is not eligible, because of minimum airframe is 252 starting with 1000 serial number. But you do effectively get most of the full 230 lbs since the "beefier" gear is not what you think but merely a beefier attachment welding on the otherwise same spindles to support the 3 bolts to attach the double puck brakes versus the singe puck calipers which required only 2 bolts to attach. The additional weight for the larger calipers and thicker rotors added some weight but very little. The increased power did not come from higher RPM, its actually reduced to a redline of 2600 rpm, but higher boost. Many threads on this elsewhere. The brake upgrade is really expensive, since its mostly all Mooney parts with new gear doors etc. But if your heart is really set on this, I'd recommend consulting with a DAR, preferably one that already has some knowledge of the issue since he alone could possibly work up a one time STC to get you the gross weight increase. But it would probably be cheaper to just sell and buy a 252.

The factory is still selling parts to the MSC’s. Going through Lasar as Anthony recommends above is a popular option since they source parts from more than just Mooney. Sent from my iPhone using Tapatalk

My guess is the earlier owner that installed the TKS didn't want to pay the labor to remove the prop de-ice system. The timer is just one small part of the system, the plate up behind the spinner that the de-ice brushes mate too has to be 80%+ of the weight of the system. Then there is the small panel unit. Kinda hard to clean up the wiring though without removing pilot side interior plastic panels to get access. Plus the prop would have to come off to get the de-ice plate off. Maybe a project to undertake next time you have your prop overhauled.

That's not really good advice to reduce MAP to 25 after 1000'AGL. The engine runs more efficiently Wide Open Throttle (WOT) and so should you. Any power reduction is better done with RPM as opposed to Throttle/MAP. So i am sure John @jlunseth was expecting you would climb up to cruise altitude at WOT, and 8500' works fine, and set your normal cruise power level based on WOT MAP and RPM. Then you can lean your engine with the big pull. But if you haven't run LOP before, you should first measure your gami sweeps and check the health of the ignition system with a LOP Mag check. Until your mixture distribution is at 0.5 or less and you know your ignition system is healthy your engine won't be happy running LOP. Plus virtually all IO-550 needed tuned injectors, either Gami's or Continental position tuned injectors before they have a adequate mixture distribution to support LOP ops. I would encourage you to start there first. Here is a link to Savvy Test Profile instruction for collecting the necessary diagnostic data to measure you Gami spread and ignition system health. You can get a free account to upload your EDM data and use our Savvy tools to check your data. https://resources.savvyaviation.com/resources/other-documents/flight-test-profile/

There are some screws that go into the inspection panels where a couple of them need to be shorter in order to avoid hitting the aileron control tube in the front of wing. But it shouldn't take but a few minutes to find the source. I'd listen right by the inspection panels as someone moved the aileron before pulling the screws since if that's it, it'll disappear with the panels off.

Maybe swapping antenna coax leads between the King KY197 and the GTN 650 would be more informative in isolating the issue. The GTN's have great radios so I'd doubt it's there unless yours has a real issue.

Only 20 kts? I think the amount is proportional to the altitude you fly, the higher the more favorable. The 252 has 10 kts over the 231 going by book numbers alone too.

Did you by chance go back to the prior superseded weight and balance sheet to get a sense of how realistic the re-weighing actually was, both in terms of weight and CG? I've seen a number of re-weighing's go bad and as soon as I saw they weighed it with full fuel I personally would have torn it up. If they were too lazy to follow the manufactures procedures for weighing, I would suspect they were equally lazy about leveling the aircraft laterally and longitudinally. Attention to detail is critical when weighing an aircraft and for example you could pick a couple pounds in useful load by just using the correct weight for 100LL used by Mooney in the POH (5.82). Depending on the changes since last weighing, you might have the ability to go back to that one and and make the necessary calculations to arrive at a new calculated weight & Bal versus rely on an error prone re-weighing. You also always have the option of just re-weighing the aircraft, per Mooney's instructions, to see how it compares. I bet it won't be the same!

I don't recall seeing Mooney publish "prop stopped" best glide performance since the 60's for the M20C. To the best if my recollection, everything since has been windmilling only. Not really, at least no engineering data to explain it, but the key differences are cowling, prop, wing tips and landing gear doors. I doubt the last two are significant and assumed it's most likely explained more from the first two. We know weight doesn't effect it, weight only affects Best glide speed. Of course best glide ratios from the POH are no longer any good once someone installs a different STC prop; especially going from a 2 blade to a 3-blade. But good luck finding any glide ratio data with the prop STC information.

Keep in mind that those stall speeds are for level unaccelerated 1-g flight. When flying a standard FAA pattern discussed in the FAA Handbook or Aeronautical Knowledge that supposedly we were all taught, we're never level but descending through all our turns in the traffic pattern after the downwind. Thus the wings are only lightly loaded and AOA is greatly reduced lowering our stall speed. Still no need to do 60 bank turns, but we can do them while descending. But especially no need to fear a 30 degree bank in the pattern. Pilots should be more aware of AOA, in that it takes both bank and loading the wing to stall it. Not bank alone and therefore they should really fear the 747 pattern! The great irony in my opinion is that we have pilots that are flying long non-standard patterns out of fear of over-banking and armed with only the knowledge of bank angle vs stall. But looks what actually happens, they are so far away from the airport that they're no longer able to make descending turns with the wings lightly loaded much like the above Cirrus tragedy and are making all there turns with the wings level and fully loaded which is making them an order of magnitude more vulnerable to traffic pattern stalls than if they would just learn to how to do a standard traffic pattern. Very few of these accidents are actually from close in patterns where the pilot skidded from being blown across final, most are actually from maneuvering while level and getting low and slow and thus loading the wing up. Further such pilots will likely be very unequipped to make a power off landing in an emergency.

I agree, and its split wing enables the ailerons to be much more effective near the stall than any of our other trainers - which adds a level of forgiveness we don't have in the Mooney.

Vectors to join an airway are really easy on the GTN. First look at where your present heading is taking you to intercept the airway ahead by looking at your main map page on the 750 - zoom out of need be. Get enough detail visually to see what way point terminates the leg (ahead of where you will intercept). Next at the bottom of the main map page on the GTN 750 is an excerpt of the flight plan - touching this will bring you directly into the Flight plan page. Now find that waypoint that terminates the leg you are being vectored too and touch it. Doing so brings up a menu, you'll select the "Activate Leg" option. Done now hit the Back up button to go back to the main page and continue in heading mode if using your AP, but now that you have activate the leg on the airway you want to intercept, you may also press the NAV button to arm NAV mode to intercept the airway. This technique should not be new, its the same technique you have been using to activate any leg before the Final Approach fix on any non-precision approach rather than using vector to final, since you need to know when you are passing step down fixes in order to adhere to the altitude restrictions and not try to figure this out by just looking at the map. (VTF works fine on precision approaches since we're using the GS for altitude, but not too well on non-precision approaches unless your just a mile from the FAF).

It shouldn’t be actually touching the cylinder fins but should be enough inboard of the fins to clear them. If I remember right the supporting bracket is mounted to a clamp on an induction tube and can be moved around accordingly. It also needs to be clear of the upper cowling where it joins the lower cowling. But the bracket is needed to fix and stabilize its position. Sent from my iPhone using Tapatalk

Why would it overheat? Not from altitude. Would think electrical but I’ve never seen that. Sent from my iPhone using Tapatalk

I don’t recall, but he flies a Lancair IV these days. Sent from my iPhone using Tapatalk

I live out west and see lots of mountain wave activity flying the Owens Valley on the eastern side of the Sierra Nevadas; especially in winter time. Some things I’ve learned is to disconnect the AP and not to attempt to maintain altitude but to maintain level pitch and airspeed. You could use pitch mode rather than altitude hold but I also want to be prepared for turbulence and I can do far better hand flying in turbulence. Invisible rotors is an additional hazard. Most severe are not far downwind on leeward side at the top of a wave and something to really avoid for its severe turbulence. There is a fairly well know fatal accident of a turbine powered C210 that was believed to be on AP in alt hold mode enroute to Las Vegas from LA area while it experienced strong mountain waves and stalled in a downdraft. The pilot had some small children in the back that may have helped distract the pilot. Taking an elevator ride in a building CU can be a different kind of interesting updraft experience- but this is something entirely predictable and seen well in advance. Too many thousands of feet of vertical development though will yield a much larger ride up than one may care for; including some icing at the tops. Sent from my iPhone using Tapatalk

It’s not missing, nor is it related to the 231 profile. You own a rare bird now, not seen as often as any other Mooney Model. But you have the secrets of its performance in your POH. So enter the numbers as you intend to fly it. But just don’t enter the ROP FF as is - those numbers are based on operating it at peak. So here’s your chance to enable GP flight to plan your fuel requirements and speeds with precision. It won’t take you long but it will provide big dividends for you. Enjoy [emoji6] Sent from my iPhone using Tapatalk

Paul, is your Transducer mounted on a bracket above and the front of cyl #5 just behind the fuel pump versus just free standing on the hose able to move around? If so it might be suffering from vibration in flight affecting its longevity. These should last decades. The only other thing I can think of is our engines don't have a fuel filter after the gascolator nor in the pump - not till the screen in the fuel divider - so we're a bit more vulnerable to debris from the tank. But I've never had a problem with the transducer, just the divider screen getting dirty.

The A36 is a great plane and would be my first choice as well if I needed more cabin space and seats/pax. I really like them and have done IR and Com ratings in them so have a fair amount of time in them. I would definitely go for the cargo doors since they offer so much more utility with them than without. I am not a fan of the TSIO-520 engine though and all other things equal I would MUCH prefer the a TAT turbo normalizer conversion on the IO-550 - you can't beat it for efficiency and performance. I don't think the earlier TSIO-520's even had pressurized mags or even an intercooler, but I believe the later ones do but I'd want to check those details if I was in the market for one. Out west a Turbo is always a beneficial, I know I am never going back to NA.

I guess it depends on what the repair cost would run. But I’d hate to put much money into an old unit when I’d much rather have a WX-500. Of course it depends on what you have in the panel to display the WX-500 data. But real time spherics is very valuable IMO. Sent from my iPhone using Tapatalk

Congratulations! You'll be much happier with a 252 and yes, you are fully eligible to do the Encore upgrade as I have done.

You sound like your speaking from experience! Reminds me of a similar stunt I pulled years ago. Had a ski accident where I cracked my upper femur - no break but crack. So I was on crutches but according to my doc I went back to work too early rather than staying home to keep it elevated. I didn't keep it elevated enough at work like I should have and it wouldn't of been that hard since I had a nice office but I was too busy (stupid) meeting with the troops. I got too much swelling in the lower leg, a blood clot developed and before long the clot was breaking apart and going into my lungs making it harder to breathe, first noticeable when I was moving around on the crutches. Second stupid thing I did was chalk this up to a couple of cracked ribs. But then it progressed to the point I was having difficulty breathing in my chair sitting down. Should have went back home that morning, or really the emergency room, but waited till lunch to ask a colleague to take to the ER which was only a mile away. I could not believe I was having a heart attack but soon I became educated that I had a DVT which cause a PE with over 70% blockage to the lungs. Luckily I was super fit at the time yet I spent the next week in the ICU with all the narcotics I wanted. It was a full 6 more months till I could get my medical back. Had no clue how close I was to dying. But boy did that event alter my outlook on life as well as my attitude that a little pain just makes you stronger. Makes me think of Bernard Shaw , who sums it up well: "Wisdom is wasted on the old, and youth is wasted on the young."

I guess it depends if you want to embrace the entire iPad role in aviation. The Aera 760 seems to limited to E6B kind of functionality or maybe a better way to put it is more of a duplication of our panel GPSs rather than adding real new capabilities. My panel is G500, GTN750, GTN650, GTX-345 with FS-510 as well as XM weather and music. I could be wrong since Garmin doesn't publish a user manual on the Aera 760 and I am not a user of it like Don. But when I refer to the new capabilities provided by iPads these days, as a Garmin Pilot user, where I beleive the iPad shines, I am referring to complete performance modeling (fuel and time) for my pre-flight planning at home, as well a ability to file flight plans, get a weather briefing and review official weather products. I can even activate and close VFR flight plans from my ipad on the runway, and GP has taken over the role of being my on-line backed up in the cloud Pilot logbook and record of endorsements given and received. And then the one big thing no matter how much you might love an Aera is the database concierge service on the iPad which make it so easy to update all my panel databases wireless over the iPad. I know the Aera does bread crumbs or saves flight track info, but with the iPad I can no only go over the recent track, it saves every track along with the entry in my online logbook. I also use checklist capabilities along with performance capabilities for many different models I work in which I would expect the Aera does as well, but I doubt the Aera is as useful for preflight planning and filing flights plans like the iPad is, let alone provide the log book functions and update your databases. So realistically, i don't think you can call this a either or decision. Even with our nice panel, you'll need the iPad regardless with GP or Foreflight even if you only use it for the database concierge service and then it comes down to whether you also wan to add in the Aera 760 too. Like Don, I also supplement my iPad GP with a GDL-39D so I have onboard weather and traffic on my iPad when instructing plus its last line of backups in my plane in case of a total electrical failure.