kortopates

Concur with Bob your TAS cal is low and being above standard probably more like 165 ktas. But that still below expected. My 252 POH value calls for 174 with 1" less MP (78.6%) and really faster if I could determine your DA. I also concur with checking more accurately with GPS tracks and if really off (compared to the other 2 folks with TKS) would look for sources of extra drag i.e., besides cowl flaps, jack it up and see if the gear doors are fully closing (easy to fix) and verify the ball is centered in cruise when you collect data. Sent from my iPhone using Tapatalk

This is probably heresy on a list like this. And of course many have their own favorite Mooney MSC they prefer for maintenance. But unless you intend to turn the PPI into an annual, there is no maintenance associated with an PPI. And as an inspection it only scratches the surface of full annual inspection yet may include items that an annual would not e.g., pulling a cylinder to inspect internals for corrosion for an engine that had been sitting or not flown much the last few years and closely examining the condition of the tank sealant. So personally any good knowledgeable Mooney MSC has the experience to look the plane and its maintenance logs over and then advise you. More important in IMHO than where you take it, is being pro-active about what the inspection will include. There is no official PPI inspection checklist, so no one does them exactly the same. Therefore its really important you go over the details of what and how thorough of an PPI you want to accomplish with whomever you select to do it. Better yet, go in with a list of items, such as Lance's list he posted as a starting point and review the Mooney annual checklist (downloadable from the factory website) to see a full range of possibilities. But that's still incomplete. Since you don't yet have any flying history with it like current owner its just as vital to have someone that knows that model well that can fly the plane and evaluate its avionics; especially its Autopilot which can't be checked on the ground. Seemingly little things like that can get very expensive to repair.

CrownAir in San Diego is a lot closer (1/2 hr by Mooney) and also a very good Mooney Service Center. There is another MSC in LA area, Foothill, that I have no first hand knowledge of.

I see what you mean WRT to the Lycoming data. Interesting how the POH contradicts that, their tables show the same fuel flow for the same % power level, independent of RPM, and the same speed for the same altitude. Although its best power, versus peak or best economy in the lycoming book, Its probably interpolated data rather than real. I'd trust the Lycoming data more with respect to % power you refer too on page 33. The APS guys are always talking about faster RPM being more efficient due to delaying the spark a little so I am surprised and I also find at high power settings I can't get as smooth LOP ops at low RPM. But I like to go fast!

If you want to run at 60% power for better fuel saving (miles/gallon) then why not run it at Peak. Once you're below 65% there is concern for running in the proverbial red box since it no longer exist at such low power settings and leaning further or even enriching further is just reducing the BFSC efficiency of your engine. You should be fine using the LOP formula for fuel flow which should yield 8.0 gph for 60% power. Similarly, I wouldn't assume 2000 RPM is more efficient than 2400, I would expect the higher RPM would yield better results but I'd collect some data and see to be sure if you haven't yet.

BigTex, my apologies for apparently confusing whom reported the bug. I had thought it was Oscar earlier, but probably not and I had forgotten you were the OP having the issue. Also I think I misunderstood your original issue or perhaps heard elsewhere that the JPI interface to Garmin for FOB info had been broken by the update. From re-reading your post, I understand you don't have anything connected to your 430W to provide FOB and manually set it? If so, what I did will be of no help to you. Regardless though, IMHO, if your using your Garmin for approaches the 5.1 update is well worth the sacrifice of loosing FOB till the next release - I wouldn't hesitate for a second. Incidentally, Oscar had me worried about the EDM firmware upgrade (in another thread), but I had no issue there either - thankfully.

Not quite, my JPI 830 provides current FOB to the 430Ws and constantly keeps it up to date while the 430Ws provide ETA of my final destination to the JPI so that tell me how much of a fuel reserve I have at my destination. Or I could go to a 430 fuel planning page for that info and more. The bug that Oscar reported broke the interface between the JPI and the 430w. I suspect Oscar's JPI may have been using the default protocol which provides fuel remaining at next waypoint since a different protocol is used to provide fuel remaining at the final destination and that protocol does not have the issue Oscar reported. Sent from my iPhone using Tapatalk

Yes, both 430Ws Sent from my iPhone using Tapatalk

I've seen this happen due to oil leakage past the turbo on the induction side (as opposed to exhaust) and going into one of the 2 front cylinders - which are most susceptible since there induction tubes are the lowest. Oil reduces the octane and the detonation event didn't begin until leaning the mixture in cruise. For this, look for an oily induction tube or an oil puddle behind the turbo controller (another low spot). Another possibility is a clogged fuel injector. Yet with this you should see an elevated CHT with any moderate or higher power setting - which didn't look like the case here. Magneto timing would not affect a single cylinder. Sent from my iPhone using Tapatalk

I have the 5.1 firmware update and do NOT have the FOB problem. I suspect it's because there are a few different protocol options that can be used to configure your fuel monitoring device to communicate with the GPS and probably the bug is limited to a specific protocol. Sent from my iPhone using Tapatalk

See 39-10-03 along with fig 39-2 and there is no other way. Sent from my iPhone using Tapatalk

It's pretty involved to pull back the circuit breaker sub-panel. In addition to the few screws on the front there are two screws coming inside from outside of the fuselage and an Adel clamp underneath towards the rear of the tray - plus a plastic insulator that is pop-rivetted onto the right hand side. Then you'll be surprised to see it may only pull back about 4" or so and you'll need to remove adjacent breakers to get access to a middle breaker. The hard part will be aligning the fuselage screws with holes in the sub-panel tray to get them back in - use an awl to find the first one. If you pursue this, be sure to follow the maintenance manual steps. Sent from my iPhone using Tapatalk

Of course the source for the official and current PDF versions of your maintenance manual, IPC and POH's is the Factory. Contact them or your favorite MSC for them. They'll come on a Mooney thumb drive . Sent from my iPhone using Tapatalk

I've been using Aero Accessories in Van Nuys, CA for 500 and 100 hr inspections. (Pressurized mags take much more abuse than those used in your NA aircraft) they specialize in mag work and will replace virtually every moving part and re paint and re-time them in 24hrs. You may be close enough to them for one day shipping by normal inexpensive ground service. I am very happy with their service - think it was ~$325 a mag for their 500 hr service. Their parts priced are also much better than what Byron quoted and cheaper than what you'd pay at aircraft spruce. Search for their contact info on other threads with other favorable comments. Sent from my iPhone using Tapatalk

Sad to hear. I met Brian and his wife some years ago when they flew Ms Obsession out to Lake Tahoe for a popular Mooney fly-in while they were doing vacation flying trip out west. Very nice folks. Sent from my iPhone using Tapatalk

The bulbs just push into place and the annunciator is easily reachable at the top of the panel. Technically not approved pilot/owner maintenance though so seek supervision and sign off. Sent from my iPhone using Tapatalk

See 23.1447 Aviation cannula's don't generally cost $100, that would include an adjustable flow meter and a connector. But I don't know what's included with the Aviation specific Oxyarm except for accessories to attach it to a headset. But to be meet aviation requirements it has to be connected through a flow meter or check valve so that you have a means of visually verifying the flow of O2. It's the flow meter and Scott connector that encompasses the bulk of the cannula cost. (Technically an aviation cannula has to have some placards on it - but you could make your own if you wanted to be fully compliant). Sent from my iPad using Tapatalk

Don't think it's a good idea on our heat treated 2024T3 alum skins. Sent from my iPhone using Tapatalk

Great tip! I try to put the fastener low enough on the material to avoid it from touching the cowl but sometimes there is no avoiding it. Will have to try this. Sent from my iPhone using Tapatalk

These are what you need to tie the corners together: http://www.aircraftspruce.com/catalog/appages/bafflefastener.php?clickkey=3900 ;rather than rivets. Install them between the corners to create the bend in the correct position. Since the fastener will likely rub against the cowling, install the smooth flat side out towards the cowling.

Any valuation that only takes into account engine and AF time will come out low. An objective valuation needs to account for much more including recency or condition of interior, paint, tanks etc and all the upgrades added by the owner. This C has many. Often though VREF comes in higher than Blue Book on the base values. But base value is just a starting point. Sent from my iPhone using Tapatalk

Just a reminder that the Tucson PPP is just a few weeks away -Apr 25-27. They're a great opportunity to enjoy a 3 day weekend totally immersed in all things Mooney while getting a Flight Review and perhaps IPC. See the MAPA log for details or the registration site: http://www.mapasafet...m/registrations Hope to see some of you there. Sent from my iPad using Tapatalk

Interesting, on the 252 & Encore K's with MB and SB engines the filter is mounted vertically. Yet another reason to upgrade Don Sent from my iPhone using Tapatalk

I owned a '80 K model with non folding rear bench seat that I was able to install a STC'd folding bench seat in that is likely also approved for the J model given that they are the same airframe. If interested, I'd call around the bigger MSC's like LASAR, Don Maxwell, SWTA, Dugosh or Premiere. One of them is bound to know about availability and applicability to the J. FWIW I am able to load 2 29er MTB bikes into the back of 252 w foldable bucket seats. Sent from my iPhone using Tapatalk

Good to hear about their improvement. I've never used them yet because of past reviews that amount to in a word - painful. Last one I did was with the new Kings course. I found them to be leaps and bounds better than any I've done previously and they handle all the paperwork seemlessly online. I'll probably use them again next time. Sent from my iPhone using Tapatalk