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Showing results for tags '231'.
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...In every phase of flight it is a really great improvement in performance and in cylinder temperatures! Last Year I bought a Turbo Plus intercooler kit from Jeff Shapiro for my Mooney M20K 231. First, the delivery was very fast and second he gave me a special price for me as member of MAPA. When I unpacked the kit, I was very happy about the really great quality of all the parts. Welding, tolerances and so on. I installed the kit in two days and it was a great pleasure to do. The fiberglass work at the cowling is also very easy, but needs a little bit of trim. When I had finished all that work and the final adjustment of the TCM injection system, I went flying to see what it will improve. First was, that the intake air immediately cooled down about 30 deg. Celsius in the takeoff run. I operate my Mooney from a 750 meter asphalt strip. After takeoff, in the climb it was cooling by 45 deg. Celsius and raised to 55 deg. in higher altitudes. I think the NACA duct is at the optimum position. Much better and more efficient than by the 252 model, because it gets directly cool air from the outside and not via the cylinders inside the cowling on the right side in the engine compartment. In cruise I have now much cooler cylinder head temperatures , mostly about 320 deg. Fahrenheit with 75-85 percent of power. I was flying now for approx. 9 month with the intercooler and in every phase of flight it is a really great improvement in performance and in cylinder temperatures!! So finally I think that is one of the best mods for a 231 model. Regards, Alex Haselmann D-EMLL Mooney M20K
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Having read all the posts of people upgrading from a J model to a K model I find myself seriously considering going the other way and trading in my 231 for a 201. I have a 1980 M20K 231 with the LB engine that has about 1400 hours on it. Good avionics including a GNS480, MX20, auto pilot and all the normal things you would assume a 231 has. Paint and interior are less than 9 years old. I have had the plane for 4 years and it is a great example of a 231. I fell in to this plane while trying to sell my M20C. It is a long story but basically I was able to work a deal where it made more sense to trade in the C for the K rather than sell the C outright. It was strange times 4 years ago as the airplane market along with the overall market were tanking, but interest rates were dropping too. After 4 years I really think this is too much plane for the type of flying I do. I have been a pilot for 16 years and I have just over 700 hours. I am flying about 50 hours a year now, most of it local hamburger runs with an occasional weekend trip over 300 miles away. One big factor is that I am not instrument rated. When I got this plane everyone told me it was the perfect platform to get rated. The problem is my professional life and personal life barely allow me enough time to fly 50 hours a year. Every time I start the instrument training it gets sidetracked. I don't see any reason this is going to change in the next 5 to 10 years. So I find myself with a 6 cylinder turbocharged Mooney that never gets above 10,000 feet. Add to that built in Oxygen that I never use and I start to question the need. Maintenance costs more then a J model and I am burning more fuel. I don't look forward to the added expense of overhauling a larger engine or a turbocharger when the time comes. Looking at the J models on the market now I can sell my 1980 K, buy a newer J with less time on the engine and I only give up 10 KTS at the altitudes I fly. I might end up spending more on the J then I get for the K but I am OK with that for a newer plane with less time on the engine and lower maintenance costs. My local shop, who are Mooney experts, and my plane broker think I am crazy. The broker has been dragging his feet getting back to me because he does not want me to sell it. Have you ever heard of a broker who doesn't want to make a commision? So, am I crazy?
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1980 Mooney M20K 231/261 N231JN Price: $119,000 Questions: jasonmhatfield@hotmail.com 615-478-6656 Based: KRLD Richland, Washington Airframe TTAF: 1821 Engine: TSNEW: 1471 (TSIO-360-MB1B Removed from a 1988 Mooney 252) TSTopOH: 853 TSTurboOH: 13 Prop: TSPOH: 403 (Hartzell 3 blade PHC-J3YF-1RF) Useful Load: 825lbs, Max weight: 2900lbs, Empty weight: 2075lbs Avionics: -PS Engineering PM2000 Intercom -Garmin GNS-430W WAAS GPS/Nav/Com/ILS -Bendix/King KMA-24 Audio Panel -Bendix/King KFC200 Autopilot w/ KC-295 A/P Computer -Bendix/King KY-197 Digital Com Transceiver -Bendix/King KN-53 Digital Nav Receiver -Logue LA-7800 Digital Nav CDI -Appareo Stratus ESG Transponder (ADSB compliant) -Insight G1 Engine Monitor (EGT, CHT) -Fs-450 fuel computer -L3/BFG WX900 Storm Scope -RCA RTA-1001 Weather Scout Radar and D1-1001 Indicator Features: -252 Continental TSIO-360-MB1B intercooled with auto waste gate and Hartzell 3 bladed prop installed by Mod Squad (STC SA2445CE and SA1505GL) -Long range Monroy 110g fuel tanks (STC SA1913SO) with wing fuel level indicators -Standby secondary vacuum pump (STC SA5438SW) -Rosen adjustable sun visors -OAT gauge -Plumbed for Oxygen- no bottle or regulator -Front and rear shoulder belts Exterior: -Original paint- White base, Desert Red & Black trim -Paint is shiny in places and dull and cracking/chipping in others. -Windows are in good condition with no major scratches or cracks, no leaks -Bottom of fuel tanks show minor signs of being wet but no active drips Interior: -Red leather upholstery and carpet installed 2001 (1783TT) -No rips or tears Damage history: -1984 NTSB narrative “Door popped open after liftoff…during distraction prop tips struck runway. Power was reduced, landed gear up." The prop and engine have since been replaced. Airworthiness Directives: -Up to date. Recent Maintenance: -2023 Replaced both wing fuel sumps with new -2023 Replaced Prop and Throttle cables with new McFarland Vernier parts, new ignition harness wires, replaced ELT and engine battery. -2022 Overhauled fuel system -2022 Inspected airframe for corrosion in accordance with M20-208B. No problems found. -2021 New Tires, tubes, brake linings, spark plugs, battery, and air filter. -2012/ TT:1808- Turbo Overhauled with new V-band clamps. Overhauled the gear motor and emergency extension. Installed overhauled vacuum pump. Certifications: -Annual Inspection: 2/10/23, TT1808. Compressions: 75, 68, 64, 71, 74, 72 -Transponder, Altimeter, Pitot Static Test: 11/12/2021 Notes: -Aircraft sat idle from 2012-2021. Flew cross country spring 2023. Times will change as aircraft is currently being flown -Complete and scanned log books. Engine log book was reconstructed by IA from original book copies. -Clean and clear title. N231JN.EngineLog.pdf N231JN.PropLog.pdf Airworthiness.updated11_21_22.pdf N231JN.AirframeLog.Book2.pdf N231JN.AirframeLog.Book1.pdf
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Official TCM Overhaul Manual for most variants of the TSIO-360 Turbo Charged Six Cylinder Engine, including the -GB, -LB, -MB and -SB engines used in M20K's. FAA Approved October 1997 edition. Purchased from Aircraft Spruce and in excellent condition--no greasy finger prints, blood splatters or coffee stains. SALE $50 for reference https://www.aircraftspruce.com/catalog/eppages/continentalnewmanuals_07-10284.php?clickkey=7889118 List ($201) but not in stock
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Hey folks, After a lot of thought and discussion with others, I've decided to put my 231 up for sale. Unfortunately I'm at a point in my life where I can't fly enough to justify ownership. It's been an absolute joy but I'll be glad to see it go to someone who can afford the time. The details: 1979 Mooney M20K 231 - fresh annual (April 2017), 3128 TT, two total owners (I'm the 2nd), complete logs, and hangared in Southern California for its entire life until last October (now hangared at HYI near Austin, TX) Airframe: Brand new fuel tank reseal by Houston Tank Specialists (Nov 2016), 2006 paint (factory colors), 2006 windows and windshield, wingtip and tail strobes, PreciseFlight speedbrakes Engine: 405 hrs SMOH, 405 hrs SPOH, Turboplus intercooler, PreciseFlight standby vac system, installed new in 2015: turbo, GAMI's, Merlyn wastegate Avionics: EDM830 w/fuel flow, Collins AMR 350 audio panel, TDR 950 transponder, (2) VHF 251 comms, (2) VIR 351 navs, Apollo GX55 GPS, Collins DME, Century 41 autopilot w/altitude hold, sigtronics 2pl intercom, electric trim Extras: Custom sun shades, also will consider selling Stratus 2, RAM iPad mount, and two Bose headsets with the plane The plane flies great and the engine monitor indications always read healthy. Last two annuals were performed at a Mooney service center in Southern California. I've attached pictures to this post (note: I took the pictures when I dropped the plane off for the annual, so it's a bit dirty and I am not a professional photographer by any measure!) I'm asking $85,000. If you are interested please contact All American Aircraft at (830) 261-4147. Best, -Don N231BZ-vref.pdf
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Hey guys...getting rid of my first born. Asking $108k. Working with Controller to update to show that it's a TSIO-360LB model and also put some interior pics on there. Let me know david@liondesk.com if you're interested. It was hangared in San Diego since i bought it and just moved to South Florida 6 months ago. https://www.controller.com/listings/aircraft/for-sale/31834623/1981-mooney-m20k-231
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Hello all, I have the opportunity to buy into a 1979 Mooney 231. The bird is in what I would call fair to good shape. Older paint and interior but both are ok other then some cracking on the front of the cowl. The airplane just came out of annual and a new ifr certification. All compressions look good and the oil analysis was clean. Talked to the A/P that did the annual he has no major issues. The engine and prop are both mid to high time at about 1300 hours. 1979 231 with intercooler 1300 hours on engine and prop garmin 480 and mx20 xm wx, and music JPI 700 O2 Know issues fuel tanks will need a strip and seal soon no ADS/B So the price for my quarter share would be $15,000. The plan is to have a flat fee per month for hanger, insurance, annual and data subscription of about $250 and a charge of $50 an hour to the MX fund. The current owner no longer can fly alone (age) but doesn't want to give up his bird so he is offering 3 of us the quarter shares. We do have the right to buy his share when he no longer wants it. So yes? No? Comments? Any advice would be appreciated, I am currently renting a SR22 from a flying club at $249 and hour wet. Thanks all, DavidA
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Hello all, I am looking into a buying into a Mooney 231 it has 2 items that will have to be addressed tank strip and seal ADS/B solution So what are the best options and cost associated with them. The aircraft has a Garmin Panel including a 480 and MX 20 so we have wx data from XM just need out. Thanks in advance DavidA
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1979 Mooney 231 M20K Asking $75,900 I am selling it because I usually just fly the cub around, I bought this to go places and with work have been very unable to go anywhere. I have owned it for just over a year and put a ton of money into it; bought it out of Alabama with a Mooney center clean bill of health; needless to say our Mooney expert thought otherwise, plane is perfect now and ready to go. Any question you can call or text me at 203.903.3759. Paint is 7/10 (removed big escape sticker from cargo door and found to be the old paint under it) Small chips on wing looks great from 10 feet Interior is 3/10 (front seats are ripped, head liner needs to be replaced) Priced Accordingly estimated repair was quotes at $3800 for all new plastics and leather seats Located at KDXR ~5080 TT/ 620 SMOH / 620 SPOH (Has damage history) Annual due June 2018 IFR Due Sep 2017 (will be sold with fresh cert) Engine Compression is 72/73/72/72/72/72 Meryln Wastegate Turbo Plus Intercooler Gami’s Injectors All new fuel system ( 2017 Annual) Lines, mechanical and electric pump, fuel manifold Baffeling redone (2017 Annual) New exhaust (2017 Annual) New Starter Linkage/ Starter (2017 Annual) New Alternator (2017 Annual) Rebuilt Mags (2017 Annual) Airframe Precise Flight Speed Brakes Monroy Long Range Tanks (104 Gal) New Shock Disks (2017 Annual) New Main Gears both sides (2017 Annual) New Brake lines/ rotors/ pads (2017 Annual) New Gear Motor with throw back spring/clutch (2017 Annual) New Gear Linkage (2017 Annual) New inner gear doors and Spats (2017 Annual) M20R steering horn and front Gear *HD*(2017 Annual) Gears Rigged (2017 Annual) Whalen Strobes (std wing/ LED Tail) (2017 Annual) Oxygen Tank Hyrdo June 2016 (4 Place oxygen factory) Oxygen Tank Pressure compensator July 2016 ($8k) ¼” Glass all around New door and window seals (2017 Annual) New Gas Cap O-rings (x4) (2017 Annual) New Landing light lens (2017 Annual) Avionics Sandel SN3308 HIS Guardian Backup Vacuum Garmin 430Waas JPI JDM700( all new probes (2017 Annual)) JPI Fuel Flow Monitor KX155 with Glideslope BFG WX1000 Storm Scope KMA 24 audio Panel King KT76a transponder Century 41 Auto Pilot with Go around (requires GPSS to interface with Sandel) flight computer and attitude indicator fresh overhaul in august. Horizon Digital Tachometer (2017 Annual) Extra's Comes with Cover, Tow Bar, 2 x Oyxgen Cannulas See below link for a detailed report of the accidents and history on this aircraft Aero-space Report N231PG Accident record.pdf N231PG Avionics.pdf N231PG Airframe.pdf N231PG Engine.pdf N231PG Propeller.pdf
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https://mooneyspace.com/uploads/monthly_2017_12/20171218_155542.jpg.1b03bc72f9925b4a23873d57fb92d46d.jpgWe are shipping intercooler kits for your M20K. Visit: Turboplus.com for a $500 December discount. If you already enjoy the added benefits of our intercooler system please visit our Pilot Testimonial and Feedback page where you can submit your experiences, which we would like to publish on our Mooney page. The quality craftsmanship shows in our employees dedication and pride.
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Hello,I’ve been searching for my first Mooney for the past 12 months and studied the pros/cons of the models within my budget. I've found a 231 priced like a 201 (for some reasons) and I am about to send her for a PPI but I am having second thoughts after receiving several warnings about the TSIO 360 (this bird is fitted with the LB version with Intercooler).In my view, the pros of a 231 vs. 201 are:- De-iced prop- Option to climb if caught in icing- Climb above most WX- Fly faster in high teens FL- Better original avionics e.g. KFC200The cons are:- Bad reputation of the Continental TSIO 360 vs. the Lycoming in the 201- Serious engine management required- Increased maintenance costsIn terms of mission, I am looking at the following:- 2 pax & luggage for long weekends- 3h legs --could push my wife to 4h if it’s to go somewhere sunny - UK-based- Trips to Western Europe/Nordics/AlpsI’ve heard so many contradicting advice that I am a bit lost now and would love to hear from the experts experienced with both birds (if possible as owners/mechanics/pilots). Thank you !
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Round The World Flight, Project Amelia Earhart 1937-2017, in a Mooney Airplane On an early June morning in 2017, pilot Brian Lloyd will climb high into the sky above Florida in his Mooney M20K 231 airplane named "Spirit". His objective will be to retrace an historic equatorial flight route for Project Amelia Earhart, commemorating 80 years since that famous attempt at circumnavigating the world in 1937. For Brian's solo round-the-world flight, his classic single engine aircraft has been newly refitted with a suite of modern cockpit avionics. Also, a Micom 3 HF radio and antenna system has been installed for long distance aeronautical communications, as well as the opportunity to talk with ham radio operators during certain phases of the flight. An additional fuel tank boosts the extended range for long oceanic route segments. In addition to the normal electronics gear such as VHF and GPS, the airplane equipment includes computer, satphone, ADF, DME, and Stormscope. The aircraft position will be tracked by satellite on the project's website. The flight will attempt to keep to the historic Earhart calendar schedule as closely as possible, crossing the Caribbean, South America, Mid-Atlantic, Africa, Middle-East, Southern Asia, Southeast Asia, Australia, and the South Pacific. Brian Lloyd comments, "At this point the planning shows that longest leg of the flight will be from Fiji, across Howland Island (where Amelia and Fred disappeared), and then on to Kauai, Hawaii. That leg is 2,788 nm (3,208mi or 5,163 km) long. The flight time for that leg will be about 15 hours." There are no landing facilities on Howland, so he will overfly the island, dropping two leis, one each in memory of Amelia Earhart and Fred Noonan. The commemorative flight's final destinations include a stop at Amelia Earhart Airport in Atchison, Kansas, then on to the 2017 EAA AirVenture in Oshkosh Wisconsin USA on Monday 24 July. Link: Project Amelia Earhart website Link: Project Amelia Earhart Facebook page Link: Project Amelia Earhart funding page Link: Project Amelia Earhart Youtube Video Link: HF Radio system in the Mooney
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We all know that airplanes are faster with a more rearward CG. There is less elevator trim necessary for level flight. I was surprised at the difference in my 231. I fly +/- 10,000 ft in cruise on just about every flight. Rarely do I cruise below 9,500 ft and I don't go above 12,500 ft very often either. The vast majority of my flights are solo, occasionally with one other person and with 2-3 others a few times a year. So my day in and day out flight regimen is to take off with full fuel, solo and climb to +/- 10,000 ft for cruise. I fly LOP at 59% power. That very consistently gives me 160 KTAS on 9.0 GPH. I see it on every flight. Today I flew from Tucson to LA, climbed to 10,500 ft to cruise, solo, departed with full fuel. The usual. It was hot, over 100ºF on the ground and still 22ºC at 10,500 ft. I twist the true airspeed dial just for fun on most cross countries; it gives me something to do. I consistently see about 133 KIAS (the OAT is generally lower than today) which generally means 160 KTAS. Today I saw 137 KIAS which based on the temperature was about 167 KTAS. It seems I picked up about 7 kts today. I had a fairly heavy backpack, medium sized piece of hard sided luggage and my B-Kool fully loaded with two large blocks of ice. The rearward CG must have given me an extra 7 kts. I expected 2-3 kts but 7kts ??
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I just bought a used 1979 turbocharged 231 mooney. I need to replace the engine, however I do not want to put another turbo CHARGED engine in. Can I do this? Also i would prefer a Lycoming engine instead of a Continental.
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Finally...pre-approved for an aircraft loan. There was a day in my life when I didn't struggle with getting a loan. I've paid cash for three different helicopters back in the day. But those days are long gone. So the bank approves $100k for a decent 231 I submitted. But after looking at my needs, I'm not really sure I 'need' a 231. Sure, the turbo would be nice for density altitude days. I could carry more people with more fuel. But usually it will either be me alone, or my wife and I with our dog. I can easily do with a nice E, F, or J. And I can save some money for upgrades. Less maintenance too. When I was partial owner on an F before, we had no problem in the summer in Denver. Sure, a nice K would be better. I live in the Denver Metro Area. 90% off my flying will be commuting to eastern NM / West Texas on a weekly basis where I work for a living...flying an EMS helicopter. It will save me countless hours driving (averages around 10 hours each way). I thought about joint a group/fractional bird, but with me using the aircraft for 9 days at a time, this won't work in most circles. So, let the searching begin for a nice E, F, or J!
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Do you have HF in your Mooney? Have you thought about installing HF in your Mooney? What type of HF antenna do you have on your Mooney? What HF radio and ATU are you using in your Mooney? Was HF already in the plane when you got it, or did you have it installed? Aeronautical High Frequency (HF) radio has been the mainstay of long distance Air Traffic Control for over 80 years, especially in areas of the world where coverage with line-of-sight VHF radio is not reliable or possible. Although aircraft satellite ATC communications are now commonplace, HF is still very active for Major World Air Route Areas (MWARA) as well as Regional and Domestic Air Route Areas (RDARA). HF is widely utilized for bush flights and NGOs to communicate with ground mobiles, remote outposts, camps, or portable units. Some pilots who are ham radio operators may also enjoy talking on HF radio with amateur radio enthusiasts. So, there are many reasons for Mooney pilots to want HF capability in their plane.
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Good afternoon everyone, I am currently finishing up my PPL. I have a wife and a four year old. My local FBO only rents Cessna 172's @ 160hr. Wet. I expect my mission to usually include the three of us for ~ 250nm trips, but want to at least carry 3 adults and full fuel (pushing it in the 172). Above all else I want to be safe. I plan to use whatever plane I purchase to immediately start instrument training. I had originally planned on purchasing a 182, but after riding in one the other day I was more impressed with the g1000 it had than the plane itself. Im not afraid to admit this is a scary descision for me. My wife wants me to go ahead and buy something so I'll shut up about it, but it's a friggin airplane. Seems like a poor or rushed descision could lead to deadly or at least costly mistakes. Which is why I'm here. I'm confused, frustrated, and need people with experience to say you can do this, these feelings are normal, or you aren't ready. You need to back up and punt. Here is what I know (or think I know) 182: 145ktas, ~1200 lb useful, ~15 gph cruise, maintenance isn't terrible. Insurance is 1700 per yr. Mooney M20j (seems like the model for me): 150ktas, ~1000 lb useful, 10 gph cruise, maintenance doesn't seem to be terrible either insurance is 3200 per year. I had also considered 231, but keep reading conflicting articles about maintenance. Are they much more expensive to maintain? Is it worth the performance increase? One article said if you stay below 12k then buy a 201. Above buy a 252. I honestly have never been above 12k in a ga airplane, and have also read the time it takes to fill the oxygen bottles eats up the time saved on the trip. I'm looking at spending around 80k will consider going higher for good avionics. I do realize posting this on a Mooney forum will likely influence the advice but please try and be objective. I need a safe cost effective airplane that I can trust. Please help me - Travis Also, I've never actually ridden in a Mooney so if anyone is based near KDTN I'll buy the fuel!
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I've had my 231 about six weeks and just took it for the first trip of any significance. My first question, what cylinder is the factory CHT probe on ? 1985, serial # 25-878, the normal LB engine. My #3 CHT temperature is limiting everything I do with the airplane and I'm wondering if the factory CHT probe is there and the JPI probe for #3 is on the spark plug. In another airplane it was and the spark plug probe read 50º higher than after I placed it into the same area as the other CHT probes with a relocation kit. The other five cylinders are 45-70º cooler than #3. My TIT was running around 1450 and EGTs were in the 1300-1400 range so I seem to be plenty cool in other parameters. I have to climb at significantly reduced power and climb rate to keep #3 under 400º in climb. I was at gross, but it was cool and starting at sea level. Also, to keep the #3 below 380º in cruise I have to fly at more reduced power than I want. I haven't looked that closely at it yet but the Continental TSIO-360-LB engine is a 7.5:1 compression ratio. 65% power LOP should be exactly 10.0 GPH. I have to run 9.0 GPH to keep the temperatures under control (30", 2500 RPM, 9.0 GPH, 380 CHT). That's 59% power according to the calculations. At 9,500 ft I was getting 158 KTAS (based on the TAS dial on the factory A/S indicator which seems reasonable). Thoughts ?
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Don Muncy started a thread about fuel flow transducers, and many have replied but one question remains: what was the original transducer installed in early 231s, the one compatible with the ships gauge for manifold pressure and fuel flow? I believe mine has laid an egg, and would like to find one with a k-factor close to my original so my ships gauge may work with reasonable accuracy. Based on failure of both my ships gauge and my EDM-700, I believe it is the transducer which has failed rather than both instruments or something else. That said, I'm about to delve into the wires, looking for voltage and good airframe grounds. What is the model of the fuel flow transducer originally installed? Anyone know where I can find one? Alternatively, how does one go about recalibration of the ships gauge for Fuel Flow to a transducer of a different k-value? I'm guessing recalibration is necessary, but that's only a guess...I'm a pilot but not an A&P. Lastly, as the EDM-900 is an upgrade from my 700 and I realize the original components don't last forever, my longer-term plan is to install the 900 as primary but keep original gauges for backups. Anyone done this, or does the 900's STC not allow for such installations?
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Hey fellow Mooniacs... I own a 231 with the merlyn waste gate, but no intercooler... I'm near overhaul time and would love to get a demo ride in a 231 with the intercooler so I can decide if it's worth the money to add at overhaul... I would be happy to pay for time and fuel even throw in one of those "hundred dollar hamburgers"...
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Hi everyone, Saturday morning planned on flying to Yosemite (KMPI) for a weekend trip...got the plane loaded, IFR Clearance, and took the runway. Applied full power and instead of the usual 40"MP, it capped out about about 29". Aborted after about 200 feet, taxied back and put the bird back in the hangar and spent the next 8 hours in the car. First, i'm looking for a good mechanic in SD to come out to the plane. I'm based out of the Oceanside (KOKB) airport. Secondly, possible turbo failure? Cylinders all seemed to be operating withing normal t/o zones and the runup didn't indicate any issue with mags. So...if it is a turbo failure, any shops you guys recommend to either repair, or replace? Side note...Yosemite was incredible! Thanks, David -
Had to abort a flight due to cyl 6 EGT going to zero on mag check. Turned out to be not a fouled plug , but a defective Champion plug on the M20K, TSIO 360LB. 2 months ago all plugs checked OK at annual. After engine rebuild 500 hrs ago, have had to replace 8/12 plugs. Have read a lot of negative posts and press on the Champion plugs going bad with ultra high resistance. This plug had over 12K ohms, the others 5K and below. This am changing all plugs to Tempest on next oil change in May. Strongly considering the Tempest fine wire. Although 3X as much, they are said to last the TBO life of the engine. The other indirect financial consideration is the cost of scrubbing a mission due to one out of 12 bad plugs. If the failure factor of massive electrode plugs are that much higher than fine wire, the dispatch reliability is probably worth the extra $600 over the next 1000 hrs. Anyone with experience with this engine and fine wire plugs and/or Tempest v Champion, please chime in.
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We're transitioning from a 201 to a 231 and should pick it up late next week. In reading a report on MAPA it states that with an intercooler you should use 252 power settings. Our airplane has a Merlyn wastegate and an intercooler. Here's the quote..... So what do you do for power settings if you have a 231 with an aftermarket intercooler installed. I can tell you one thing you better not do - use the original power setting charts for your engine for setting power. With an intercooler, a reduction in manifold pressure is required to keep from over-horsepowering the engine. This reduction is necessary for both takeoff, climb and cruise and technically should vary as a function of the amount of cooling being generated by the intercooler. Again, if you don't make this adjustment downward in manifold pressure settings with an intercooler, you'll be pulling more horsepower than allowed from the TSIO-360 engine by Continental. Aircraft performance will be up if you fly original manifold pressure settings, but so will fuel flow. One thing will be down -engine life expectancy. You can't pull extra horsepower from the TSIO-360 without repercussions to engine reliability and reductions in engine TBO. Here's what I tell MAPA members who have an intercooler installed on their 231 - find a M20K 252 power chart and use it for your engine. Takeoff and climb your intercooled 231 at 36" manifold pressure, 2700 RPM and 1400 degrees TIT. Cruise that same airplane at the power setting we designed the 252 to be cruised at, which is 28" manifold pressure, 2500 RPM, Peak TIT plus 50 degrees rich. Use these settings and your intercooled 231 will be a happy camper and a good performer. What do you 231 drivers think? Thanks, Tim
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We're looking at 2 airplanes from All American. Does anyone have anything good or bad to say about these airplanes? http://www.controller.com/listingsdetail/aircraft-for-sale/MOONEY-M20K-231/1981-MOONEY-M20K-231/1321277.htm?dlr=1&pcid=17527 http://www.controller.com/listingsdetail/aircraft-for-sale/MOONEY-M20K-231/1982-MOONEY-M20K-231/1331809.htm?dlr=1&pcid=17527
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