goncaloareia

Hi José! Yep, that's me! Good to hear from you! Still flying, for sure a Mooney! You have my contact details don't you? Keep in touch and let's meet one of these days! G

Here's the relief tube exit from a friend's 252 here in Europe (N228RM).

Thanks A LOT for the this additional test! Safe flights! Goncalo

Here's a pic where the penholder is visible next to the sun visor.

I use 2 of these clipped at the edge of the metal bar that supports the OEM sunvisors. Works just great! https://www.amazon.com/MUJI-Japan-Stainless-Holder-Single/dp/B00IJEY0AU

Hi I have a spare RPM indicator like the one that failed on your mooney. It was removed working fine from my 252 about a year ago and has been sitting on the shelf since then. The rpm green and red marks are the same and I think that its the same part number. I sell it surely cheaper than the Ei R1. Send me a PM if you want. Goncalo

Thanks for the test! Please keep us posted with more details that you may have from this flight and also from additional ones!!

Jerry, that would be awesome! Some WD40 on the landing light cover on a FIKI plane is a great idea to kill the myth, or maybe not!!!!!! Looking forward to get some feedback!!!! Thanks. Goncalo

I see your point and agree with it: Don't get me wrong, I don't intend at all to go fly into ice conditions with some WD40 spray and think i can deal with it!! And I won't AT ALL count with some WD40 or similar product on my decisions for go-no go or during flight. It's just another thing that MAY be "nice to have", again and as you say, with no guarantee whatsoever that will give any protection. In the end, the best possible result I would expect would be some delay in ice accumulation... Thanks for your input!

Hi José, thanks for the feedback! Regarding the WD40 capacities, I'm fully aware that this is not an anti ice solution, but using it or a superhydrophobic product can give me some precious minutes to find solutions and getting out of an ice encounter in a better shape (less ice accumulation and easier dissipation) than without the usage of any of these products. And so my point is: my mooney 252 will not become a FIKI ship, but having these products on my wing is better than nothing, and at least some results (even if small) could be expected. Seeing ice accumulating on a wing is scary enough to not use all the tools we have! Finally, in Portugal the climate is far from cold as you guys probably know (A/C is more popular than TKS on aircraft options!), so the typical ice encounters are not wild and moving to a different temperature layer and seeing the ice going way with some help from these products is something that I can foresee as happening!

Will give WD40 a try! Do you guys know if WD40 attacks the paint or our glass, or both?

As anyone heard of any developments regarding the hydrophobic coatings as an anti ice strategy? Anyone tried it? They sure work on cars but repealing water on a car and ice on a wing are different things... but it could work as help for a quick evasion from an icing up scenario, giving more time to the pilot due to slower ice accumulation... Here's an example on car usage of these products: https://www.youtube.com/watch?v=5RBLlviz2Rk I see lots of feedback on study for aircraft usage of hydrophobic coatings around 2010-2013 but nothing lately. Will this technology be a "no show" like the thermawing?

I did that following the tips from the other thread! Placed a G4 led light instead of the halogen bulb, and its been there with zero problems for 3 years now. Instead of not using the recognition lights at all, due to the bad design from Mooney (the halogen heats up so much that melts everything around it, from the plastic cover to wires... its really bad), I now use the recognition lights all time, and in crowded airspace I just leave in on!

What database does it have? Americas or atlantic?

Just did a quick local flight today with my 252 D-EZBK at Cascais (LPCS), and was told by the refueller guy that a German Ovation had just left from Cascais to the Azores with 2 german couples (4 pax) onboard, baggage and fuel for a long overwater flight. They were going for some holidays in the Azores, then back south to Madeira Island and then back to Germany! Mooneys are the best earthrounders GA aircraft!! Also, a visit to the facebook page N228RM is a great experience! It's a european mooney 252 that keeps travelling and makes the world small!!

Engine sold.

Dear all, As some of you already know and was already mentioned on some of my previous posts on this forum, I still have a good Continental TSIO-360-MB1 for sale that was installed in my Mooney 252 for a few hours before being stored following a court claim (not related with the engine). The engine is now at this engine shop being properly stored and inhibited. https://www.facebook.com/Esefly.aircraft On this Facebook page you can find some photos of the engine, and I have much more, together will a full documented history of the engine. But this engine will eventually be dismantled if no buyers are found, and sold as parts for other TSIO-360 engines. I personally think its a shame dismantling an engine as new as this one (although being from 1999, the engine is in proper storage since 2004 and flew 7 hours...). The price being asked is low enough that a 231 upgrade is attractive for prospective buyers. A full overhaul or a documented shock load at this certified engine shop can also be agreed with them. Kind regards to all. Goncalo Areia Lisbon, Portugal

I visited the Mooney factory a month ago and the Predator was still there!! Looked awesome!!!

The owner is from Europe and he's been making a great journey this summer. More info here: https://www.facebook.com/N228RM?ref=br_tf

I jumped into the discussion at the AOPA forum and here's my latest two cents on this matter: http://forums.aopa.org/showthread.php?p=1744303#post1744303

This is totally unacceptable and I'll start a claim at ITUNES and later at XAVION to get a money refund. They are making me paying 9.99 per month just to get the same features work again. There's NO ADDED value for users outside US (no app charts or other additional data) and even for users at US, this change of the rules is not acceptable at all terms, including in legal terms...

Hi again, We were using 100LL avgas (i sure hope so)!! The fuel flow numbers are gph although the data numbers are missing the decimal point. I totally agree that something in the vicinity of 24.5 gph is the correct number for fuel flow. Finally, i've tried the 36-2700 rpm climb sometimes in the past and the more i try it the more i'm convinced that the partial power climb to FL with 32-2500 makes no sense. I agree that 36-2700 with 1450 tit and 23-24 gph at 120 kias are the golden numbers for an efficient climb in the 252!! Rich of peak and full mixture are for me the safest and more efficient way of climbing (not cruising). The mixture big pull at such high power on a turbo engine look dangerous to me. I've flown a piper arrow for almost 10 years before the mooney and the big difference of this continental tsio-360 for the lycoming io-360 of the arrow is the huge temperature amplitude that we must manage, and therefore the caution needed in operating the engine. In the piper you have bigger margins for error in engine management. I can only try to guess how tricky it is to operate a mooney 231, specially with the LB engine!! Thank you all! Goncalo

Thank you VERY MUCH to all of you for the precious inputs! I forgot to mention that the lean mixture situation had already been identified and its clearly something that may have been a factor here. We're seeing 20-21 GPH on takeoff according to the JPI fuel flow and the correct figure should be between 22 and 25.3 GPH. It's something that its being corrected now. Unfortunately this low mixture situation only become visible after installing the fuel flow add-on (and its transducer) to the JPI-EDM 700 that we already had. We were trusting the old Hoskins FT-101 (and its original transducer) that came original with the Mooney, and this old transducer is giving us 1-1.5 GPH more than the correct fuel flow... So to all of you that still have these FT-101 instruments installed or similar ones, DO FOLLOW the recommendation to exchange the transducer after 1500hours or some years of use, like the manual says. I'll give further news on the outcome of this situation after the checks being made to the engine and some further flights. Thanks and kind regards to all. Gonçalo

Dear all, Yesterday, on a flight during the typical hot Portuguese summer (temperature was ISA + 15 degrees celsius), we were climbing our 252 to altitude (and fresh air) at the typical 32'' manifold and 2500 RPM, and while passing around 5500 feet, we had a quick CHT rise that was scary and very quick, with CHT on that cylinder nº 5 reaching 450ºF in less than a minute. EGT remained stable and the differential values of EGT were normal (around 70º F). After immediately reducing power to a mild 22'' MP the EGT and subsequent CHT drop was evident and the flight resumed normally, with no other abnormal symptoms. After discussing this event and looking into the JPI EDM-700 data (excel data and graph that I'm sending attached) we are concluding that this was a detonation event on that cylinder, since we saw a quick and sharp rise of CHT on a cylinder with similar (if slightly lower) EGT. Can someone give us some hints or different perspectives on this? What should we do now? We are doing a borescope inspection to that cylinder, a compression check on the engine and also checking the plugs on that cylinder. Anything else we should check or do? Thanks for the help and safe flights! Goncalo detonation.pdf detonation2.pdf

Another 252 in Europe, this time from Portugal! Cheers to all! Goncalo