FBCK

I purchased a 540 and was reading the fact sheet on the 540 and 440 and they will cross fill to the garmin handhelds (someone asked about a 396 crossfilling) but not the the 430 and 530s.

Bingo, found it it was an EEA seminair: http://www.eaavideo.org/video.aspx?v=1678859198001 John goes though the combustion event and talks about RPM LOP of peak, I usually run my 231 at 2500-2600 in cruise, which is higher that John Deakin runs his.

There was a piece I read just last week, but I can't remember where, Bonaza forum or one of the pelican briefs from John Deakin and he said that high rpms and lop don't mix well because of the strock of the piston. Comes to think of it it was one of the online seminars, sorry I can't find the link.

I had the same problem, the trim servo motor finally gave up and the manual trim required a lot of force to move when it was very cold outside (-15c). Its currently getting a rebuild as I write this, I'm expecting $1500 or so, basically they replace everything but the casing I understand (KS272 on a KFC200). After the trim motor was taken out the manual trim wheel was very easy to turn. I will update this when the servo gets put back in, might be a couple of weeks.

Same thing here, it was never picked up on, I just had it removed, they are useless at turbo altitudes as they require the MP to be lower than atmosphere pressures.

jlunseth, what kind of speed where you producing at that MP and at what allitude. I have a similair configuration to yours but usually keep the MP to 32 inches, I was somewhat concerned about getting closer to 36 inches in cruise. At 31 inches and a FF of 11.5gph at 15000 I was at 175 knots the other day in my 231.

Nemesis, I have a 231 with Mrylyn Wastgate and its intercooled and I have the same issue if I try to turn the mixture down, the TIT will just pop up to 1650 and the alarms go off. I just do the big pull now and the situation is much better and govern my activity by adding more fuel to increase and decrease power with an eye on the TIT and cylinders. I use some numbers that Parker posted back a while ago and they worked amazing well. I used to fly at 28 inches, but now I push it to 31 inches and a fuel flow of 11.5 to 12gph and everything stays cool (10000-17000 feet). As I come down again I find I have to either lean again and go rich or the TIT become an issue again, the MP also will increase as I decend. I have to whach my cylinders in climb, number 2 will hit 380 even when its cool oAT.

Nice seats, I hope to take mine down next year and have Aero Comfort do it. Did you have the plastic Ultra Leathered as well and what is your impression of it. I find my seats have hot spots in them and after 2hours they start to kill me, did Aero help with the design to eliminate such torture.

I haven't seen this so I thought I would pass it on in the interest of all owners: Message from Mooney Service Parts: “We know that in the past, order inquiries for Plastic and Fiberglass parts have been answered with *none in stock, no lead-time”. That’s because our Plastics shop was shut down at the time new aircraft production ceased, and our Plastics technicians were let go. In our effort to keep the Mooney flying public supported, we need to see if there is a market capable of bringing back and sustaining a part time employee to make plastic parts. Therefore, we would like all of our customers that may have given up on receiving plastic parts to contact us at serviceparts@mooney.com and place orders for the parts they wish to purchase. We will accept these orders for the next two weeks, then on Jun 1st , decide whether to hire a new technician based on our order backlog. If we decide to proceed, we will provide you with lead times as soon as possible. If we see there is not enough justification to proceed, we will let you know that, as well as cancelling your order. There will be no cancellation fees or penalties, so you really have nothing to lose. As always, our opportunities to serve you better are directly correlated to your parts sales activity, so let’s see if we can all benefit from this opportunity”. We also have brought back a employee to assemble parts such as ailerons, gear doors, etc. Thank You! Service Parts Dept. Mooney Aviation Company Inc. Service Parts email: serviceparts@mooney.com Technical Support email: technicalsupport@mooney.com Company Website: www.mooney.com Prices quoted do not include freight. Price and availability is subject to change without notice. We value your feedback! Let us know how we’re doing at feedback@mooney.com

The avionics shop tells me it is the trim servo motor (part number 065-0029-28), they got it moving once but prehaps thats it. So I'm on the hunt for a new one, there is a shop in town here that can rebiuld it, but I thought I would try from the group here for suggestions.

The bubble would be at the leading edge, prehap two inchs in lenght, and maybe at 1/8 of an inch higher than the other metal, prehaps when the windshield went in someone was pushing up on the roof of the airplane wedging the windshield in, stetching the metal.

Just had Paul at Weep no More do a complete reseal, I have Monroys tanks and expected to have all four tanks done, after leaving the plane with Paul he redid the mains and told me the extendeds just need touching up as the orginal work was sloppy. Worked out to 70 hours total and then material cost approx $700 I think), total was $9500. I would just bit the bullet if this is your long term plane.

Richard I was recently at a MSC and pionted out that the top of my cabin over the windshield has two bubbles that are causing the seal to crack. I aked them what we could do about it and they told me they could press (I cant remeber what the process was called) the aliuam back to its orginal shape. He told me the windshield, part of the interior, would have to come out and it was a big job, he wasn't tring to sell it at all. I also have a radar on my plane that I am going to take out and was hoping to replace the plastic leading edge with a metal piece but it doesn't sound to promising.

Mine seems to take a good 5 minutes to warm up, I assume you used the tilt function, you can see the buldge on my wing when I move it up and down, take a look to see if yours is moving, it could be its just stuck pointing at the stars.

I have the same system in my 1981 231 as well, you need to turn the brightness up to max to see the old CRT. I'm not sure who you would get to fix the radar itself if it's not working, but I will be removing mine later this year to install a new gps.

I'm having an avionic shop take a look on Monday, so I will let you know what he finds and what he suggests.

Would you know who best to go to or to do the rebuild.

I had posted the problem back some time ago as well, when cold (-20c) the wheel was very stiff but in warm weather it is fine. I did lube the hindge in the tail cone as it was very dry but it had little effect.

My auto pilot is 100% (KFC200, 1981 M20K), but my electic trim on the yoke is very slow or when turned on via the trim switch does not move, I believe the servo motor is dead or soon to be. Does anybody have any experience with this and what should I expect.

Jezzie, I would agree, I'm in Calgary and I will likely, next year, be looking to redo my interior, I have been following your work on Mooney, top notch all the way. I did see pictures on the factory installation and it looked great, the cost was on the higher end, I beleive it was 20-25k. I talked with Areocomfort and likeld what I saw there, but between getting the tanks done (Paul) and a new GFS, I deferred the interior, I want to use the plane just a bit this year between shop visits.

Parker I have a 231 with the intercooler and auto wastegate and Have the same issue with #2, I think its the location of the oil cooler.

In have the same issue with my 1981 231, as I lean it to LOP the speed drops off quickly, as does the MP, if you push the MP back up, the fuel flow goes back up, so you lean again, speed drops off and so on. I maybe running it a little to lean, but its still running smoothly, I've never done the math between fuel flow and the speed drop off.

I've been shopping for an O2 tank on my 1981 231, 77cb'/ft (thin wall) and the tank alone was $1350 with no regulator, with would bring it to your price (overhauled Reg). Ive haven't ordered it yet but will in the next couple of days, if any body has a less expensive solution I would be happy to hear it.

Screamingtrees, I'm in Calgary as well and would be interested to hear who has been servicing your Mooney, you can PM me if your more comforable doing so. I have a leak in my left Monroy tank and will be taking down to the US in the spring.

I have the same problem on my 231, autopilot is fine with up and down trims, but when I use the trim switch nothing happens, the swicth works because on the ground when I use it wih the engine off I hear it activate. Some suggested the joint inthe tale was not properly lubed, they where correct, so I greased it up and went for a flight, but nothing really changed. I find the prb\oblem is a lot worse in could weather, -15c, the trim wheen will hardly move as well.