kortopates

They have been for things like hail damage, but I suspect if both sides are damaged new is the better option. At least he may not need new control weights too! Sent from my iPhone using Tapatalk

I'd make sure the unit has the option to download data from a USB port before installing. If not, you can get it upgraded. Otherwise it has very little diagnostic value these days. Sent from my iPhone using Tapatalk

Exactly as @bradp said it! The straight weight oils are known for sticking to surfaces longer than the multi-weight oils and therefore have provided better corrosion resistance to plane that are not flown regularly. You can see this in action by watching the oil level rise on your dip stick as the days progress from shutdown and compare the difference between a single vs multi-weight. On the other hand, frequently flown aircraft aren't as vulnerable to corrosion from sitting and can benefit more from a multi-weight oil that will flow more optimally when cold at startup. Or so goes theory behind it.

One can't blame wear on the starter adaptor do to Camguard. But its certainly a fact that as the starter adaptor wears out, that since it works off of friction, that anything you do to reduce the oil viscosity (the fluids resistance to flow) is going to allow the starter adaptor to slip earlier. A few ounces of Camguard though has a much smaller effect though than going from a single weight oil to a multi-weight oil since the multi-weight oil is going to thicken significantly less at ambient cold start temperatures than its single weight version. So although its true that a Continental should be able to get a few more hours out of its starter adaptor by using a straight weight oil without any thinning agents I personally think it matters little in the big picture where its more important to optimize our oil formula to the true needs of the engine as whole. Thus I would put much greater priority in reducing chance of internal corrosion as the engine sits between flights, which Camguard is designed to do, and oil that reduced high wear at startup which could mean a multi-weight if conditions warranted or changing single weight oils between summer and winter, and avoiding the popular synthetic blend Aeroshell 10-40 because of it high 50% synthetic PAO content which has been shown to add to starter adaptor slipping, as well as have poor anti-corrosion protection, with increased oil leakage as well as result in high copper in oil analysis. When you do need a multi-weight oil Phillips XC multi-weight which is 100% mineral oil (0% PAO) is preferred but its best to combine it with Camguard since the Phillips XC oil alone doesn't offer much in its additive package. But another compromise is Exxon Elite which is only 25% PAO or 75% mineral and has an excellent additive package. RAM has additionally reported that in their experience they see engines that are frequently run do best on the pure 100% multi-weight mineral oil and the engines that are not frequently run do better on a straight weight 100% mineral oil.

As Anthony said, try LASAR as well as your IPC for part numbers since most 252's included the option for dual 28V alternators which included the dual red field switch shown above as well as added circuit breaker for the second alt field, an Over Voltage light next to the added CB, and a dual load meter to monitor each alternators output. They mostly used duplicate identical voltage regulators too, although their was a single integrated voltage regulator option that came out but just for the 28V 252's/Encore's. Of course not all of these will work for your 14V installation but it will gives you the details of how the system was setup and installed.

A lot has been written on this topic, including by myself with CIES senders with the EDM900 with my long range tanks. Use the search function, but here is one thread that references the CIES resource thread that has a lot more on this in the context of using CIES senders but that won't change anything from a calibration perspective. But you do of course want to set it up as a single tank per side since that's all your senders can measure. Yet since you have the EDM900 you should really consider going with the CIES senders.

Every -LB engine needs one if the turbo is going to be used at altitude; including preferably with an intercooler. Just the blower with a fixed wastegate is a very limited installation - yet cheap. But the pneumatic wastegate is still a manual wastegate and a far cry from the more capable and truly automatic hydraulic controller such as the VAPC, which is one of the most capable controllers out there and used on the MB and SB engines in the 252 and Encore respectively.

It appears the tapatalk fix update was provided on May 2, so it shouldn't be much longer.

Erik, I finally had a chance to catch up and read your thread. So glad you got down safely and that especially you are fine!! Of course its also great news as well, how successful your emergency landing was to get down without injury to the plane as well That's very cool of you to share your experience here on MS and make it a learning experience for all that are interested. Although inspections of the turbo are really good to do, they're helpful but no guarantee to preventing these and very possibly wouldn't have prevented this common failure. And of all the many kinds of turbo system failures this is one of the better ones to have because it does come with warning signs from the dropping oil pressure. With a few thousand hours in type I've been through this same emergency and luckily for me because I was halfway through A&P school at the time, I was better equipped in recognizing the symptoms. I was with my wife, she was the pilot flying and she noticed the oil pressure had been slowly dropping and getting closer to the yellow arc. it was 10:30pm at night over the middle of Texas. We were on our second leg headed from SOCAL to Bahama's and we're planning on heading to Austin area for the night. But as we're watching the oil pressure at first I was actually wondering if we might make it as far as SAT where I was familiar with a good MSC. Of course I was being overly optimistic, but I had no intention of letting oil pressure drop to the yellow arc in cruise. Its important for all of us turbo pilots to understand that the bottom of the green arc, 30psi, for TCM engines is the absolute low limit permissible oil pressure for cruise power RPM. The yellow arc is permissible only at IDLE power and merely a statement that the engine may not be able to maintain the required 30 psi at idle power which is okay as long as the engine is just idling power. But its inadequate of an oil pressure to support cruise RPM power and constitutes an emergency with any engine; especially a turbo. i.e. its time to pull the power back and find a place to land now. In our case we had one more symptom that immediately made up our mind we were diverting. Fluctuations began to appear in the oil pressure which I recognized as the oil pump cavitating with air; albeit still above the yellow arc. But seeing that, I realized the oil pressure could radically drop any second if the oil volume level dropped much more and we immediately pulled power to idle. We had already gone through our diversion options, and had selected a nearby towered airport that was still open, San Angelo that was ~15 miles off our left wing if we needed to divert. So as the PNF, I told ATC we were diverting to San Angelo due to loosing oil pressure and loaded a GPS approach commencing on the opposite side of the airport. We were at approx 17K with a lot of altitude to loose and my plan was to glide past the airport just far enough to ensure we could get down without any power if we lost the engine. With dual 430W GPS at the time, the top one had the approach loaded and the bottom was set direct to the airport or runway threshold with the VSR required to make it. We turned inbound when were down to within a 6 degree slope to the runway (1000 FPM @ 90) which was good buffer for ~4.5 degree slope our 252 needs at best glide no wind. I had practiced this several times in a full motion simulator and luckily it worked out very well. Center contacted tower on our behalf, and cleared the airspace for us and provided ATIS info and everything else we needed. When we landed on the runway the emergency vehicles were lined up on the side of the runway. The FBO gave us a crew car for the evening and got us a room. (incidentally, you'll note all my numbers for emergency slope is based on multiple of the 3 degree GS for time, dist & rate, since it keeps the math simple enough to do quickly in my head) The following morning I worked with an mechanic. Luckily although we were down too 2.5 quarts, there was no metal in the filter nor screen. But we checked compression's and borescoped the cylinder to rebuild my confidence in the engine. At the time we were confident that all the oil was going out the exhaust but these days I would have pulled controller to look for any induction oil pooling since I have seen minimal signs of induction oil in the induction tube past the turbo or intercooler inlet but found significant pooling of induction oil at the controller where it pools up before entering the induction tubes. (the interesting reason here is the seals may be leaking only at high altitude when working hard with virtually no leakage at low altitude e.g., 6K and less till they get much worse). I would have had a much harder decision to make if the engine had been operated in the yellow arc at cruise power for more than a couple minutes. Its hard to say what I would have decided on back then, but these days with all I have learned since then I would not want to risk a spun bearing and would be much more cautious about it these days. Besides I expect the insurance company would not disagree with the manufacturers advice to do a tear down inspection in such a situation. (although I don't have any direct knowledge of how the insurance companies would respond). So that's how we learned to respond to dropping oil pressure as a turbo operator.

I would have expected you would have more MAP available. The only way to really be certain though is to do a critical altitude test. Climb at full 40" MAP, and 2700 rpm and rich until you are no longer to maintain 40" (100% power). Per your POH you should be able to get to about 14000' Density altitude before power starts dropping off with MAP (assuming without a Merlyn).

I noticed this as well - which is disappointing since it results in noisey temperature indications. I see it's already fixed too!!

Follow the TCM SB on breaking in their cylinders - this may have moved into the newer TCM M-0 manual. Regardless, the folks that did the work should be able to get you a copy or you could always call TCM support.

True, but since this model has the priming circuit it's advantageous to use it since it less likely to start a fire from excess fuel going out the drains; especially with an engine that likes a lot of prime to start.

Follow your dream @jjmango18 and make the M20C ownership a reality. The sim is more distraction than benefit - the only real valuable sim time is with an instructor. You have plenty of hours, $$ and a good Mooney specific instructor is all you need. But buy the best C you can find. That is always the cheapest way to go even in the first year or two of ownership. Since you want to become instrument rated, seek opinions on the value of the panel equipment that will be most important down the road as you consider what's out there. Until you get your rating you really don't know what you want or need and could find yourself growing out of your first purchase very quickly. Good luck!

I don't think those use a tray. Just a couple screws to the front of the panel.

The JPI TIT sensor reads almost right at 100F higher than the OEM massive TIT probes. I personally put more confidence in the JPI probes indications.

To my recollection there has been at least 3 K model break ups. Too long ago since I looked at the data but I recall all being Rockets, but at least one was attributed to over stress from penetrating a thunderstorm. Mooney's flutter analysis in the accident report on the Rocket left me with more questions than answers. But long time Mooney engineers like Bill Wheat and Bob Kromer have always referred to our Mooneys as being very safe from flutter during dive certification testing. When Mooney increased the max gross weight of the K model for Encore, they increased the weight of all the control balance weights, doubling the weight on the elevators, based on their computer modeling of flutter analysis to maintain their flutter reserve (or so I've heard from them as the explanation for the changes years ago). To my knowledge Rocket Engineering's only enhancements to the airframe where to support the 2 batteries in the rear for the required ballast with the bigger engine up front. No change in control balance weights was done.

No, but find it on the electrical schematic. It will show location as well.

Be sure to check your junk or spam folders too.

It would take more time than I have to really that well, but I'd start with 43.13 that says we have to follow the manufacturers maintenance manuals. for using anything else we need to have approved data, acceptable to the administrator, to allow us to use it, which is what STC process provides.

Your quoting the Mooney part number, so you could ask your Mooney MSC for a replacement light bulb. But your IPC should also show the Grimes equivalent part no - since that's what the Mooney part no is based on. I find that translates to the Grimes A1285-G-12. Then next step is to go to Whelen catalog look up the cross reference to Whelens part no, which is a W1285 so now you just need to look up whelen's Green 12 v replacement bulb for W1285 fixture. Spruce shows that takes a W1290 14V or W1290-14 available from Spruce. Although I understand parts research can be baffling to an owner, the point of this discussion though was we're only authorized to replace parts with the approved parts specified by the OEM which is our IPC. There are legal means to install something else, but it becomes and alteration which does not fall under preventative maintenance; not even a minor modification.

You can also load them from the procedures list.

It Only allows to change the bulb with the one specified in the IPC. Otherwise it's a alteration, which only a mechanic can do.

sounds like you need a flight stream unit to go with it

I'd recommend selling as is, just price for hours on engine accordingly. Vref gives you the data for this on an hourly basis. Base price always assumes mid-time engine, so a run out engine would amount to a discount of half the cost of a fresh OH engine. You'll have to look at Vref (free on AOPA) or the Blue Book schedule to see what they are allocating for engine time but I'd expect it still falls a bit short of 100% of all the overhaul expenses you'd pay. Plus your panel will help motivate a lot of buyers. Owning and flying a turbo, I totally get why you want to go that route. I can't count the number of times I would have canceled or delayed if I didn't have the turbo to climb up on top and cross the weather from above it.