kortopates

The 231 with the Merlyn is not a automatic controller - its still a manual controller - it just gets rid of the fixed bolt wastegate replacing it with a pneumatically controlled wategate. But it does raise the birds critical altitude substantially. You can still overboost and still need to continue to adjust the throttle to maintain a target MAP as ambient air pressure or anything else changes (such as while climbing or descending) but its still far from the hydraulically controlled automatic wastegate used on the -MB and -SB engines that is a "set and forget" controller that will not overboost and really reduces pilot workload. The MB engine provides a critical altitude of 23K and service ceiling of 28K.. The later TSIO-360-MB & -SB also include a tuned induction system and many of them have dual alternators. Also the 252 were equipped as standard with all of the optional upgrades on the 231 including electric standby vacuum, built-in O2 systems, prop de-ice and speed brakes and rear folding bucket seats. The dual alternators and electric standby vacuum really adds to their redundancy for IFR flying and the dual 28v 70 amp alternators allow them to FIKI equipped. Plus 252's are field upgradeable to the Encore version to increase max gross weight by an additional 230 lbs. Perhaps your best bargain out there is to get the 262 which is a 231 converted to the -MB engine rather than finding one with added merlyn and intercooler. Then you'll have most of the benefits minus the 28V system and dual alternators and perhaps some other optional items. However, if you don't think you'll ever get above your present altitudes of 10-12K there is no point in going turbo. You'd be better off in a NA engine model.

Only need the special tool to do the nose wheel. Weight on mains is sufficient to compress the mains and it's faster that way. Be sure to inspect the inside bottom of the tower that holds them though since corrosion is very common there. LASAR sells rebuilt ones if you need them. Sent from my iPhone using Tapatalk

Every avionics or radio switch I have seen has to be pulled out before it will change positions. I think your recent experience just showed why they are done that way you just need the proper switch so that won't happen. Sent from my iPhone using Tapatalk

Personally I think you just got yours for below market price; especially with an engine below mid time. Although lack of modern avionics is big part of its low price. Sent from my iPhone using Tapatalk

Are you referring to the 3rd gear door that closes with both gear down and up - assuming yours has 3 doors? If so, I would avoid that. A spring to the door keeps the bell crank moving in the proper way, without it it could bind. So I'd recommend testing it on jacks first and watching it closely Sent from my iPhone using Tapatalk

But when you consider that you loose everything in the Aspen should you loose air-data (e.g. Frozen pitot tube - maybe pitot heat has failed); your second aspen won't help you either. Now what do you do without anything? But another non-aspen attitude indicator would save the day.

Well said [emoji4] On the other hand when I first got my PPL we had no such thing as GPS in the cockpit either. I like to think I paid my dues that go round. I'm now in the camp if there easy anything that will make me competent, but also help push the cart at the same time I'm all for it.. -Tom Absolutely, that's great for training since those skills are critical. But then so is using proper procedures for flying approaches with the AP. But after training, one is going to want to avoid all but the easiest IFR weather flying single point without the AP. Don't wait till turbulent IMC and you need to divert to another airport alone and no AP to make that point very clear. It would become really hard to stay ahead of the aircraft in a prolonged IMC situation even in smooth air.

Although the duel mag has its own set of challenges, separate mags still have a single point of failure in the drive. And yes, it can be converted but at considerable expense best offset while performing an overhaul. What single point of failure are you thinking of with the 2 separate mags? The idler gear? Pretty catastrophic to both mag set-ups. I am probably missing your point but just see the 2 mags in providing added redundancy for some but maybe not all failure points of the Dual Mag What I find ironic is that it's generally not one of the mags that fails in the Dual mag, but most common catastrophic failure we hear is the entire dual mag assembly falling off that usually was fine except for its securing hardware. The redundancy it provides is probably fine except for its apparent ease in coming loose. Yet it's really rare to hear of a single mag coming loose - but I doubt it's because it's less of an event since it too will lead to a loss of oil pressure pretty soon. My thought is it probably would have been fine if it was more reliably secured to the case as our single mags seem to be.

Are you looking at Gordon's 231 at MYF?

Suggest you check the logs to see who did the last annual first. But CrownAir is the only MSC in SD and I recommend them if they didn't do the last annual. Which model? Sent from my iPhone using Tapatalk

Of course it has to be the Flightstream 210. The airways routing is represented as a series of fixes which of course isn't a problem for the 430/530's that doesn't know airways. Sent from my iPhone using Tapatalk

There are two different items being installed here and actually only the Guardian docking mount is really being installed. So the mount installation is the only item needing approval. That's my take anyway.

Great story Amelia, but you left me curious of the details between headed VFR south at 2500' and at least 1400' below the bases and suddenly thick mixed ice! Did you hit much lower ceilings or climb up for your IFR clearance or maybe I missed something; especially since you mention a descent too. Good move though and sorry for your loss. Btw, don't forget the prop heat although I am sure you didn't. Sent from my iPhone using Tapatalk

I would also add, if all the damaged parts and skins were replaced with new as is typically done for a minor gear up landing, I personally wouldn't see a problem. Generally there is no structural damage, just replacement of the belly pan, some plastic flap hinge fairings and other minor parts. Nor are the repairs very invasive. And after several years the stigma of the properly repaired damage evaporates. Meanwhile you get to take advantage of the stigma discount now. Just get a proper PPI to check it out. Sent from my iPhone using Tapatalk

Those are just inspection panels. Plus those areas wouldn't even be damaged by a gear up. The area originally damaged would be the belly behind the engine and at this point you would have to drop the belly pan (which would have been replaced) to see the quality of the repair and extent of the repairs. Plus you could look for the 337 documenting the repair. Sent from my iPhone using Tapatalk

I still can't get over the fact that they took off without shoulder harnesses! So unbelievable that in this age people don't think their lives are worth the cost of shoulder harnesses - or that it could never happen to them. Sent from my iPhone using Tapatalk

When you compare your TB to the J what altitudes are use considering. If you compare at Sea Level and I can imagine the stock J out performing you. I have no time in the TB but the turbo itself doesn't add horsepower - in fact it generally robs you of it down low for the added overhead of spinning up the turbine - unless you can totally bypass it. But if you operate it altitude as turbos are designed for you should have no problem beating out a stock J. For example, you should do much better taking off from a high density alt airport such as Big Bear or Mammoth, and cruise much faster up in the middle to upper teens. But I wouldn't expect improved performance below 12K. Its important to know your birds critical altitude and take advantage of that when the winds aloft allow. But down low you are likely paying the overhead cost without any of the benefits. If I had a performance concern the first thing I would likely do is fly it up to its critical altitude to very its performing as expected. Sent from my iPhone using Tapatalk

Robert, next I would suggest turning things off and on one at a time to see if you can isolate it. For example, It could turn out to be the strobes. Sent from my iPhone using Tapatalk

I had that happen to me once coming back home from Central America in Mexico - but it was food poisoning after a lobster dinner. Luckily just me and not my wife. She enjoyed a couple extra days of the beach in Mazatlan while I remained in the room chained to the toilet. Then it was home in one more long day. Get well! I see you are a wiz with Photoshop! Unless your bride took that photo of you landing again. Sent from my iPhone using Tapatalk

Without wiring to existing strobes you'll have to have wires pulled out to both wing tips and tail. Your current wiring to your existing position lights would be usable for the position lights on the Orion 650. The Orion's have 4 wires: ground, position voltage, strobe voltage and a strobe sync wires to optionally enable the strobes to flash all at the same time. Sent from my iPhone using Tapatalk

Technically you are following all MooneySpace but I have not seen the sub-forum feature work since the last upgrade to MS. I follow using the Timeline feature. Sent from my iPhone using Tapatalk

"Mandatory" service bulletins aren't mandatory because we operate under Part 91. I don't think Part 23 vs CAR 3 has anything to do with it. I was referring to placing the requirement to replace the life limited part in the ICA section of the Maintenance manual (chapter 5) which would make it as Mandatory as a AD. That's what makes it mandatory on Cirrus and where they also limit the total number of airframe hours. It's not an issue for our CAR3 aircraft. Sent from my iPhone using Tapatalk

I believe Don was referring to a bad batch of springs from over a dozen years ago. I've actually gone through 3 of these because the first one had to replaced very quickly because of a manufacturing defect (I recall in the heat treatment processing) where they did have some sudden failures. A number of us had to do it twice in rapid succession because of that, but since then there have been no such issues except perhaps the doubling of the cost (or we would all be hearing about it.) For some time now reported failures have been very low as you would expect. I agree with Clarence and Don K, this is definitely a life limited part and the only life limited part called out in the Mooney Service manual. The factory doesn't make this stuff up, but they do try to come up with a time period that is going to protect 99.9% of the fleet (or so I assume). 1000 hrs is perhaps overly conservative and the factory has stated as much and that they were considering extending the time. Meanwhile after following this for many years I've personally settled on a 1500 hrs replacement schedule until there is a reliable way to judge remaining life - which most likely will never happen. If this minor issue is the Achilles heal of the Mooney fleet we got off real lucky compared to the Cirrus in 2 ways. First the cost is nothing compared to it re-packing the Cirrus parachute. Secondly I think there little doubt this wouldn't be legally required and listed under the Instructions for Continued Airworthiness if our Mooney's were Part 23 certified. But because we aren't, the factory's "mandatory" bulletins have no legal teeth. So owners can make their own choice. Choose wisely.

I ordered it from Mooney, figured they were the best source being I was told I could only order the spring as part of the SB kit. Still learning my sources. I talked to Maxwell in Longview today and I feel a little better about continuing to fly while I'm waiting on parts. I'm replacing it because I can tell the aircraft was not serviced regularly and sat for years at a time. One period was ten years. I don't recall anything coming in the kit but the spring and documentation - but it's been a few years. Sent from my iPhone using Tapatalk

It's more complicated than that. Some records need to be retained forever - bet you can guess which ones. (AD's and major alterations are examples) retention requirements are in multiple places. Sent from my iPhone using Tapatalk