kortopates

The Citation pilot was trying to bully you out of the way - plain in simple. It happens and is very irritating when it does. At our busiest uncontrolled SOCAL airport in the San Diego area, we have a large sky diving operation. The pilots of which have tried to bully other traffic out of the way as well. I am not referring to entering the airspace after they have jumpers away, but jump pilots asking other pilots to break off their approach so they don't have to wait for you to let loose of their jumpers - while their waiting for the TRACON to give them the all clear because of the other traffic. At this airport though, doing practice approaches without at least flight following is impossible. As long as your talking to SOCAL, they'll sequence the jump activity between the approaches so that everybody gets their turn; despite occasional calls by the jump pilot on the CTAF asking you to break off. But still the jump planes can be a bit too quick IMO to loose their jumpers - at least I am always a bit nerved when I hear jumpers away and we haven't quite gotten to the MAP yet. Even if they are jumping from over 10'K above us. So I suspect that like at my crowded uncontrolled airport, you too wouldn't be seeing such rampant bullying if you were also talking to approach.

I personally don't see any similarities between loosing a turbo charger and a clogged injector. First off, recognize clogged injectors happen at different various levels of clogging. Its the small obstruction at takeoff that is the concern or troublesome. While a severe clog is going to reduce power in that cylinder to the point of being below 65% or even cease combustion. So what you need to be primed for is responding to partial clog on takeoff or in full power climb. Its not going to make your other cylinders too rich but the one cylinder will be too lean driving up both that cylinders EGT and TIT. As a result the one cylinder is in danger of detonation from the reduced FF to it at high power. (If you see the high EGT become erratic and drop off while CHT escalates its in detonation with severe harmful IPC levels.) With a partial clog keeping the cylinder still near peak or on the ROP side at high power, CHT will be escalating to well above 400F quickly; and even faster north if detonation begins. So your action is to reduce power ASAP to avoid the escalating CHT and chance of a pre-ignition event taking over. Quickly reducing power to under 65% power will ensure the cylinder is not harmed and you'll still have the other 5 cylinders producing normal power enabling you to not to continue on but get you down safely without rushing. If a clog appears in cruise its that much more easier to deal with since it will be that much easier to get power below 65% to avoid harmful high CHT escalation; plus you'll have more time to recognize it more likely as a escalating CHT. Again a severe clog with just take the cylinder offline from going too lean. (Loosing one of 6 cylinders may not be that noticeable, but 4 cyl rajay installation would be a whole other matter!) A couple of times I have noticed a partial clog occur in a cylinder during the runup by seeing an abnormal increase in EGT as RPM is brought up with throttle; a high EGT that is not erratic or not from misfire. If you catch something like this don't takeoff unless you can get it too clear. To attempt to clear, go to full power with brakes on and see if the full fuel pressure/fuel flow clears it or not. If it does, your good to go. If not taxi back - you just averted risking destroying a cylinder and possible takeoff emergency by being tuned into your engine analyzer. Regarding a turbo charger failure. Keep in mind this is much greater emergency than you may realize because it may include a huge exhaust leak ready to create a fire which is the greatest eminent threat at altitude. Once spooled down, its very unlikely you'll get it re-started again till the lower teens anyway, which is now just to help you make it to your emergency airport of landing. But yes, without the turbo spinning and the simplicity of the TCM fuel injection which doesn't regulate FF based on air density, the FF will be much too rich and will require more MAP than available at high altitude before you'll have much chance of getting it restarted; even with a leaned mixture. What is a bit similar to loosing a turbo-charger is loosing the engine driven fuel pump, since with the loss of a fuel pump you loose the ability to regulate FF based on throttle - you have to be careful to accompany throttle changes with mixture changes. Depending on the airframe/engine you may also loose the ability to get sufficient FF for full power with only the aux pump as well.

After reading through this thread you all make the case that by the numbers the 252 Encore is the definitely the sweat spot in (turbo) efficiency. With a useful load of 1134 lbs and fuel burn in the NA range of 12-13 flown ROP or 10-10.5 GPH flown LOP and doing over 180+KTAS at 16K its at the apex of Mooney efficiency. Nor it does it really give anything up with its 75.6 Gal Tanks which are extended-able to 105.6 gal. But with plenty of time in the longbody's its fair to say its principal drawback is that it needs to go high even more so than the Bravo and Acclaim to get its performance or to put it another way the higher horsepower Bravo and Acclaim will allow faster lower level cruise by as much as 20 knots and steeper climb gradients yet with considerably higher fuel burn rates. But the Encore is still climbing at 700-800'/min too the flight levels. With Dual alternators and being FIKI capable, the only other con in IMO is that its still not a long body. I do find that each successive stretch of the Mooney airframe has led to a more stable platform with the Acclaim at the top. If operational efficiency wasn't a concern for me I'd trade my Encore for an Acclaim in a heart beat since I do feel its Mooney's ultimate achievement, but I appreciate the miserly fuel flow of the 252/Encore with flight level turbo performance which makes the Encore Mooney's ultimate in effeciency. And has been said above, turbo isn't just for high density altitude takeoff's and topping mountain ranges; it provides so much more capability to cross country flight in finding smooth air and enabling flying above weather in VMC - I don't think I could ever go back to a NA aircraft unless I was limited to making hamburger runs.

That was my experience as well - 3.5 hrs exactly! Although a long time ago, I was already commercial SEL and instrument current and got my Multi commercial instrument add-on in that time - just also like @N201MKTurbo experience over a weekend. Although doing it that quickly I didn't get the benefit of ever flying the twin with both engines running- or maybe it did include one takeoff with both engines without a engine failure. At the time I wondered how they could charge full twin hourly rates when all you did was fly around with just one engine.

Hopefully you got the new orange card bundled with the new orange datawriter to write to the new orange data card. Terrain data is the most static data of aviation databases. I never bothered to update mine when I had dual 430W's for over a dozen years - scorched earth just doesn't change much. But Jeppesen nav data is a bit more complete than Garmin's for showing private airports; maybe more too.

Get yours overhauled. Your engine rebuilder should be able to help you there. If not, try KRN Aviation in Chandler AZ. Sent from my iPhone using Tapatalk

I am unfamiliar with a standby alternator on the K's, but look for a panel switch to turn on rather than just the CB. Still I don't think it should be powered without the master on. Sent from my iPhone using Tapatalk

The first step in a writing data is to erase the old data - hence why the card may be blank now. But if refreshing the driver and it still can't recognize the card it's likely bad. Sent from my iPhone using Tapatalk

Do they have a STC to install only the switch with conventional mags? Honestly, I think it takes too much valuable panel space for many of us. Sent from my iPhone using Tapatalk

We've seen Craig request users to withdraw copyrighted Mooney manuals posted to Mooneyspace before. Sent from my iPhone using Tapatalk

Actually the AIM was updated in 2016 to clarify that you can navigate by GPS provided you are still able to monitor the raw navaid signal, such as with a second CDI or EFIS that allows you to use both. This is really meant for NPA procedures since you need the glideslope with an ILS. Otherwise you've been spot on above. Check it out. Sent from my iPhone using Tapatalk

Its critical for the OP to understand the basic concepts before getting into buttonology. Vectors and heading are synonymous period. You aren't flying a heading in GPSS mode ( you are flying a GPS course). Failing to turn to the assigned heading can and will get you a pilot deviation if you end up getting to close to other IFR traffic causing a TA. Best to go practice this with an instructor till you fully understand your equipment. GPSS is entirely appropriate if the controller clears you direct to some IAF and clears you for the approach. But on a vector in heading mode you are setting up the AP to intercept final. Sent from my iPhone using Tapatalk

Nah, in time expect to see both the GFC 500 and 600 to become available. Remember it will depend less on airframe and more on whether it's for G5's installed or G500 installed. Lots of G500's are installed in midbody and longbody Mooneys. Of course more G5's on the vintage models. Sent from my iPhone using Tapatalk

I wrote my own XML interface years ago when the system first came out. Takes me just a couple minutes to file both outgoing and incoming manifest. For about $50 a year, folks can join Bajabush and use their free system for filing both Mexico and US eApis. But frankly they have improved the US government website alot over the years that I don't think it's so painful anymore. Sent from my iPhone using Tapatalk

I believe that's outdated info Kelly, the border stopped selling the stickers years ago. The only source is online and I believe you need a real number to file. But within a day or two you can see your new sticker number on line well before you get it in the mail. So just get your sticker number online before you depart and print out your reciept and the border guys will be fine with that. Sent from my iPhone using Tapatalk

So sorry for your lost Jack Sent from my iPhone using Tapatalk

Didn't sign up for the free shuttle to the strip hotels? I do recall you need to reserve a few hours in advance. Sent from my iPhone using Tapatalk

Don't worry about gear up's that happened 30+ years ago unless the pre buy shows unrepaired damage which is very unlikely. Mooney gear ups are generally repaired good as new when funded by insurance. But these days most new owners don't insure the vintage Mooneys enough to cover such damage. Savvy will help with a pre-buy shop after the initial assessment looks favorable enough to continue. Sent from my iPhone using Tapatalk

Exactly, just as the AIM describes, GPS is not using a coded magnetic course but a true one with a magnetic variation for the airport. The ILS is in truth course less - it doesn't matter where you leave the dial - it's a directional dual lobe beam. Bigger variations will be seen between VOR airway courses and the the same GPS track because their magnetic variation can not be updated as frequently as the airports because it cost so much to realign the VOR signals. But airports are updated much more frequently. Sent from my iPhone using Tapatalk

So very true and all the more reason why many sellers should be using a broker. Maybe there is some minimum value before a broker is willing to represent a plane; but if so I am unaware. So if a seller wants to save the broker fee to sell on there own they need to do some work IMO. Sent from my iPhone using Tapatalk

It may, but a buyer generally wants to do as much research about a potential acquisition in order to downselect to the plane(s) he/she is willing to travel too. Nobody is in a better position than the seller to provide plenty of detailed pictures and logs than the seller. Otherwise I would suspect the seller is not motivated and would move on. Sent from my iPhone using Tapatalk

Peter, metallurgy of valve components is not something I am qualified to offer opinions on. I known the two manufacturers use different metals and designs; especially with regard to the lifters. But I am unaware of any choice we have in engine rebuilding. As far as I know that is fixed. But Lycoming do have a greater propensity for valve sticking over Continentals. Happy Memorial day! Sent from my iPhone using Tapatalk

You likely have a chaffed wire behind the panel that is shorting out somewhere. Maybe where the engine control cables go through if popping was reproducible moving mixture but could be anywhere. Look for signs of burning and arcing till you find it. Sent from my iPhone using Tapatalk

Peter, you are correct that is not the issue. I was referring to his low temp comment thinking he meant low temp at start up when the sticky valve presented itself. Sent from my iPhone using Tapatalk

low temp ops is exactly what causes it to appear.