kortopates

indeed it is and why they used magnesium to get the strength they needed without it getting too heavy or adversely effecting the cg. i only recall there were some complex considerations regarding weight. Sent from my iPhone using Tapatalk

Just like Anthony mentioned, Beech answered that question years ago when they ditched the V35’s for the A36. The A36 is an awesome plane, the V35 not so much IMO because the tail was the weak link and cause of too many aluminum showers when overstressed. The magnesium ruddervators, susceptible to cracking, where unobtainable until very recently. I assume the only reason for them was to simply production and save cost but iam by no means a Bonanza expert.

yeah, lots of threads but you haven't learned the tricks to searching From Google.com search: site:mooneyspace.com window cleaner after the ads on top, you'll see thread after thread on this from Mooneyspace. Check out the one a year ago last April on everyone's different cleaner.

If the point of torque being applied was at the hole where the socket attaches, then it would not matter. But the point of torque is at the left end of the tool to break open the gear - which is several inches to left. That adds a lever arm to the torque reading - recall the formula for recalculating the torque like this? But when the torque wrench is applied at a 90 degree angle to the lever arm that nullifies the lever arm effect. Since they're saying the hole is at a 45 degree angle, we should be in the middle between full effect of the lever arm and no effect. But the 250-280 inch pounds is based on torque applied with the full lever. For the Torque wrench lever arm formula fig 7-2 in AC43.13-1B here https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_43.13-1B_w-chg1.pdf

Cheapest if you can find them salvage for much leg work on your part. Much more expensive from the factory. But the factory has very few parts sitting on the shelf; especially these parts which aren't commonly replaced. So expect a significant wait for them to be made to order. Cheapest if you buy a 252 converted Encore rather than do it your self; plus a 252 conversion will have a higher useful load than a factory Encore. When shopping for 252 or 252/Encore, I personally wouldn't buy one without the optional dual alternators. Its not practical to add after the fact. Almost everything else on the 252's and Encore came standard including Hot Prop, O2, and Speedbrakes except perhaps the articulating seats (not sure) which is also highly desirable. There were different avionics packages but a modern panel would have completely replaced those anyway including autopilot.

Contact Lasar. They repair them better than new and may have one available for exchange.

You may not agree, but I think Mooney also really needs their network of MSC's to keep the fleet healthy. And we should support their network via parts purchases. Personally, I 'd rather not see the factory bothered by endless owner calls on parts questions. I'd rather they focus on what they do best, making and procuring the parts and their distribution. The MSC are much better able to absorb retail sales questions and purchases. I don't know if all MSC's have the same parts capabilities; but many have direct access to the factory with respect to their current inventory, pricing and lead time. The factory really can't support the worldwide Mooney fleet all by themselves.

You most certainly don't want them closed flush. Not only will it cause a heating issue, it will also significantly slow it down. I know the Continental engineer that worked with Mooney on the initial TSIO-360-GB installation. They learned when the cowl flaps weren't open sufficiently that it caused back pressure at the cowl inlets behind the prop that adversely effected the prop thrust much more than the area just in front on the cowling inlets which significantly decreased speed. I may not recall precisely how far open the closed cowl flaps should be but I recall about 1.5" - which is more than the J's, but will refer you to the maintenance manual for the proper rigging. As in all things in aviation, resist temptation to deviate from the manufacturers guidance/documentation without having really good reason not too such as better data to the contrary. Good to hear 231FU has a new home. I heard recently this resurrected Mooney was sold. Enjoy your new to you Mooney!

All 252's are eligible for the conversion. Many have been converted. Cost for the conversion varies entirely on how much of a hurry the owner is to do it. Its mostly brake parts; the engine is pretty trivial. Through my practice with Savvy I've seen an occasional owner send their engine out for overhaul elect to get the engine back as the -SB for the Encore and then have to scramble to get all the airframe parts to complete the conversion. You can do the brake upgrade first and then do the engine and control weights anytime later but you can't do the engine without doing it all.

Generally 252's don't have low useful load, certainly not the lowest in the fleet yet comparable to other mid-bodies around 850-900 lbs useful. Plus 252's are eligible for the Encore conversion which adds another 230 lbs to the max take off weight and useful load. But mines probably the highest in the fleet since I've been working on improving it for many years. My 252/Encore useful load is over 1120 lbs! That's beats a lot of Bravo's, which do cruise faster with their 280HP, but not nearly as fuel efficient as 252/Encore with 220HP. But lots of tradeoffs to consider. Useful and efficiency are just a couple.

Good luck! One more thing I'll mention for the sake of thoroughness, is that the long air reference hose between the Merlin and the upper deck should be checked that its secure and in good shape and not leaking. But Merlin supplies such a strong hydraulic hose for this application that will last much longer than the engine, so its pretty unheard of to see that be the problem unless its chaffing against something. Barring an issue there, that leaves the wastegate unit.

@MooneyNoob what your describing is the Merlin pneumatic wastegate controller sticking on you. Based on its inability to regulate manifold pressure it needs to be pulled and sent to Merlin for overhaul/repair. Sounds like you're going through 231 transition training with a CFI? "The other notable item was that oil pressure was a bit low (top of the yellow) below 1200 and the temp was close to the top of the green." Your CFI should have been able to answer this very basic concern. The Yellow arc is normal for idle rpm, the only time it permissible to see the oil pressure drop into the yellow is at idle, Its not permissible to operate the engine in cruise though below the green. If ever drops below the green in flight into the yellow, its time to pull back the power and make a precautionary landing before the engine or turbo seizes because it not getting sufficient oil pressure for more than idle power. Luckily, usually the turbo seizes before the engine does. So best to think of yellow as a redline for cruise - which is see. See Engine limitations section of your POH for more.

Mixture settings are unaffected with the Turbo, except for idling at high DA. But if you lean aggressively at sea level you'll be fine at altitude. Although it take a lot of prime fuel to start a Continental, a bit less at altitude and I'd startup with the mixture set less than full rich. Compared to Sea level, it might seem to take for ever to accelerate to Vy after liftoff because of the much faster TAS required at altitude (basically about 2 kts for every 1000' of DA) so just be patient and keep the nose down till you get to Vy where you can really climb like a rocket! With gusty winds expect turbulence right after liftoff as well which will further slow down your ability to accelerate and climb, so give your self plenty of room to get to altitude away from terrain the best you can. But without turbulence, once your at Vy and above you'll be back to your familiar climb rate. The biggest hazards in mountain flying for us are turbulence and mountain wave activity that can create strong downdrafts; especially the rotors that can cause significant structural damage to a plane in seconds that set up on the leeward side near the ridge height altitude. All its takes is 15-20 kts of wind directly perpendicular to the range to form mountain wave activity. If there is enough moisture , rotor clouds will be visible to you but more often they are invisible but just as turbulent. Above all, if mountain wave activity is possible or likely, don't let the AP fly the aircraft in altitude hold mode. If you're going to use the AP at all, just keep it in pitch mode (along with whatever lateral mode you want) so you are aware of any downdrafts. Keep in mind the downdrafts are always stronger than the updrafts. If caught in a downdraft never make a 90 degree turn that has you paralleling the ridgeline and wave. That will just keep you in the down draft. Instead either make a 180 if your too close to terrain in a threatening downdraft or continue perpendicular to the ridge line. Also rather than fight a downdraft pulling up the nose, like your AP would do in altitude hold, instead lower the nose to get out of it as soon as possible and catch the updraft further down wind to help recover altitude. The period size of the wave though will vary with the strength of the winds and height of an inversion layer that caps the wave where the lenticulars will hang out if there is enough moisture. To avoid threatening downdrafts too close to terrain, clear the mountain peaks by an altitude of at least 50% of the range height above the lower flat terrain. Lastly try to avoid descending into the mountain airport at great speeds and get slowed down before you descend into where turbulence is likely to exist. One of my favorite destinations is Mammoth Airport for skiing and climbing where I keep an airport car and I once saw a King Air pilot make that mistake, After he descended way too fast into turbulence he discovered after landing his wing skins where very obviously wrinkled throughout the span of the wings. To get slowed down in unexpected turbulence, in addition to pulling back power, I'll pop the speed brakes instantly in level flight and then drop the gear below gear speed and ride out the really bad turbulence at Va that way. The gear down not only helps slow down but helps with stability. Most of the time with the Turbo we can simply climb above the turbulence to smooth air in the upper teens. But sometimes, particularly in winter, we're capped below an icing layer and am forced to endue it. XM music really helps with the comfort level till you get out of it.

that’s how the AIM describes it, referred to several posts back up. amazing how long this thread has gotten. Sent from my iPhone using Tapatalk

both types of screws are used in your cowling. The pictured screw and washer is the on the outside of the cowling in front; the first fastener. The flat button head screws are used behind the spinner inside the air inlets. Sent from my iPhone using Tapatalk

Aero Comfort https://aerocomfort.com/contact/ reburbishes/recovers them better than new. They can be mailed to them very easily. Not difficult to remove and no tools required. If your having difficulty, get help from your maintainer to learn how. Only takes a couple minutes.

is it getting enough fuel on takeoff at WOT max FF? Sent from my iPhone using Tapatalk

Not sure which part your disagreeing with, but if you’ve established comms with ATC IFR or VFR with code flight following. I would still see the Mayday or PAN-PAN useful if when you suddenly want to communicate and the frequency is busy, then interrupt. But if not, just directly communicate your issue with call sign e.g. “Mooney 123 engine failure, i’m trying for a field….” The controller knows that’s an emergency but i am sure they’ll confirm with their follow up questions of souls on board etc as time permits. Using Mayday doesn’t add anything over the nature of your distress of engine failure. Sent from my iPhone using Tapatalk

they better not be! PAN-PAN see AIM 6-3-1 But really both Mayday and PAN-PAN are only intended on a very busy frequency to get all the pilots and controller to shut up so you can communicate your Urgency (Mayday) or Distress (PAN-PAN). If it isn’t busy, you shouldn’t need it on an ATC frequency; but I think it’s useful on a silent FSS radio that is just be monitored till someone has a request and you need to jump in front of the line. Sent from my iPhone using Tapatalk

I've posted an article on how to lap a valve in situ before. This past weekend Mike had to do it and created this very good instructional video for the team on how to do it. He also had it posted on Facebook, so I thought I'd post it here too. Hopefully, many will find it helpful. Mike shows how to clean the valve face at the end, but be sure to clean the valve and seat as best you can to prevent imprinting some of the compound into the seat. One would think all the compound would immediately blow out the exhaust but wouldn't want to take the chance. Also don't recommend rinsing the compound out/off (by spraying solvent or LPS) because all that grit runs into the cylinder and can find it's way to the piston rings. Can't say how likely either of these issues are but wouldn't want to risk it. This is done without dropping the exhaust since on older/higher time pistons its not that uncommon that a stud comes out when pulling the exhaust nuts and all of sudden in your in for a much larger job. But with the exhaust off, its makes it much easier to apply the lapping compound and clean the valve face since you don't have to go through the spark plug hole.

interesting since TCM uses a very expensive metallic gasket there. I don’t recall exactly but think they may be between 50 to $100! Sent from my iPhone using Tapatalk

Garmin added G5 legacy autopilot support through the GAD29B https://www.garmin.com/en-US/blog/aviation/third-party-autopilot-support-for-g5-expanded/ But I suspect what you're referring too is that the G5 provides limited support. The G5 was only able to provide provide DG & HSI input to the BK autopilots requiring you to keep BK AI; unless that has changed. But with dual GI-275s you can replace both the BK AI and DG/HSI. - which is an important point.

Exactly, 2 GI-275's is getting in the vicinity of cost for the G3X. Except for the AP issue where you'll need the one of the others with GAD to drive it. And also yes, the G5 and G3X where designed together for the experimental market and better integrate than the GI-275 with G3X.

If your considering two GI-275's you should also be looking at the G3X too. But if your looking to drive your AP too, which only makes sense so you can eliminate your King AI, you'll need a GI-275 or G5 with a GAD-29B to do so

I can't confirm that either way but its just a matter of starting up on the good battery and seeing a normal ammeter/load indication. But if the Amps are 30-40 or more , which is what you could see on the dead battery, and doesn't come down right away, then that is really hard on the alternator. But I expect you won't see that as long as your on the good battery, but good to verify before departing. But if you look at your KOEL in the limitations section of your POH you'll read both batteries are required for even Day VFR. Edit: Maybe what your thinking of is that it can be hard on the system to switch batteries after you start up and then switch to the weak battery. That is ill advised.