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Found 15 results

  1. So according to page 2 of the Savvy flight test profiles the GAMI spread flight test on a TC engine is supposed to be run at or below 65% power AND at an altitude where ambient pressure is equal to the MAP (so basically the engine is turbo normalized). So, being the chicken that I am, wanting to do the lean test at 55%, I: - assume ambient pressure is ~30" (QNH) at sea level and changes -1" for every 1000 feet (from the Saavy doc) - look at page 5-20 of the POH and see that for 55% power at 2500 RPM and 6000 feet the MP should be ~24" (30-6) - start leaning, while adding a little MP as it drops (no auto wastegate), then richen, while reducing MP, repeat 3+ times, do LOP mag check If QNH is 32, a high pressure day, I'd need to go up to 8000 ft, if it was 28, on a low pressure day, 4000 ft would have been appropriate, correct? Anything I got very wrong? Anything I am missing? 5-20-rotated.pdf
  2. Anyone here have a M20J with the RAJAY Turbonormalized STC installed? Any feedback, comments or recommendations appreciated.
  3. Hi Everyone, We receive a lot of phone calls and emails regarding exhaust components and turbo aircraft maintenance. To help out the Mooney owners who own a RAJAY system, we signed an agreement with Acorn Welding ( to be our one and only authorized RAJAY exhaust facility. They now have all of our design data, tooling and fixtures to repair or build new RAJAY exhaust parts for your aircraft. We also began establishing RAJAY Authorized Service Centers throughout the US for owners who need a little help tweaking or tuning their systems. Fisher Aviation is our first RAJAY ASC which specializes in Mooneys. They are based at the same airport as RAJAY (1T7) in Spring Branch, TX. We are looking for more Mooney experienced shops to become an ASC and welcome any input from the Mooney Community. If you have any questions or recommendations, feel free to contact us! Regards, Tom
  4. 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
  5. Hello everyone. We are going to try something a little out of the box here. We are going to try and crowdsource fund our effort to terminate the hose AD 81-19-04. Check out the draft version and let us know what you think. For now, I am just trying to get a feel for the level of interest in this type of approach. Click on the logo below to get you to the Kickstarter website.
  6. There has been a lot of discussion lately on turbos, power settings, etc. I'm no expert on this subject and am still learning all I can. I fully intend to someday have @kortopates, or @donkaye, or Brian Lloyd, in other words, a true expert, ride with me in my 252 and teach me how to fly it properly. But in the mean time I document my flights and try to learn from experience. One of the ways I document my flights are to take pictures of the panel. My new panel layout lends its self well to this method. You can see in each picture the Aspen with all the air data and the JPI with all the engine parameters. The pictures are named based on ROP/LOP and the percentage of power at the time. The pics are here if anyone cares to take a look. I also upload all my flights to SavvyAnalysis. If I ever decided to sell this bird, a prospective buyer will be able to see every single flight I've made and what the engine parameters were for each. And if you see something you don't like here... by all means, let me know.
  7. Did a short hop over to OK from AR for a buddy that needed to pickup his 172 from the shop. Flight there was normal, we flew over at 12,000 and landed without issue. On the way back, solo, I filed for 17,000. Runup was normal. The runway was rough and I was concentrating on keeping the bouncing airframe in ground effect to build airspeed to notice the Turbo (or not) kicking in. Fast forward several minutes later, I look down and my MP is near 36” instead of the normal WOT (wide open throttle) 39” (Encore 252). I work the throttle in to make sure I didn’t have a knob back and make sure prop and mixture is full-in, and continue to watch the MP. It slowly drops as I climb. I contacted ATC and asked to level at 15,000. At this point the MP had dropped back to 32” at WOT and CHT #3 (right above the Turbo) is 40* warmer (or more) than normal and higher than normal EGTs. I have the older EDM 700 with no data logging so no data except for pictures of the display. I pulled back everything and cruised the rest of the flight with more throttle than usual but at 28” at 15k (assumption very little Turbo help) and landed back home no issue. This is a new to me 252 Encore and been noticing some white exhaust suit coming out or staining the access panel for the fresh air intake, picture attached. Same kind of stuff on my belly from the exhaust. I am thinking I had some type of Turbo failure but unsure. I’d almost like to take it out to the runway and run it down the runway with full power to “feel” the turbo kick in (or not) but worried about further damage. Obviously abort the TO without feeling the Turbo kick in and mangaged back down by the automatic wastegate. Thoughts? Should I try that or just pull the turbo and send it off? -bryan Note: The picture of the EDM 700 was not in-sync with my capture rate with my phone so every other readout is offset. Notice #3 bar graphs compared to the others.
  8. Need some help in finding a low time tsio 360 LB - 1B for a 231 M20K Mooney. Thanks
  9. I recently had a Rajay turbocharger added to my 1965 M20E. It doesn't give the performance I expected. According to the STC paperwork, it should develop 27 inches MP up to FL200, then hold 25 inches MP up to FL250. Mine has a vernier "2nd throttle", with about 5 inches of movement. Only the last inch starts raising the MP, then it will hold 27 inches at full rich up to FL180, and then start decreasing with altitude. Does anyone have experience with this STC? thanks,
  10. I am based at Hooks in the Houston area and have recently bought a second plane which has a RayJay turbo. I am very pleased with my purchase seems like she is going to be a really good bird. My problem is that the owner cannot locate any info on the turbo. I have never flown a turbo and do not want to "Burn it Up" first time out. The previous owner mostly flew it without turbo and so far that is what I have done as well. Here are the basics 1976 M20F and the RayJay Turbo also installed in 1976. The pilot who flew the plane down from Utah said it worked flawlessly on his flight. Any help and advice would be great. BTW - I currently have a 1/3 interest available in my other plane 1963 M20C (pictures are in my album on here) for anyone that maybe interested. I think it will be a great deal for someone looking to fly on a budget. Here is the basic details of the partnership. Upfront cost $12k for plane, $500 deposit for maintenance and owners account and around $500 for 1/3 of the insurance. Monthly cost $200 to cover hanger exp, next basic annual (due April), and next insurance pmt plus $20 and hour (dry) for any extra items that come up in annual and future upgrades/rebuilds.
  11. 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"...
  12. Hi everyone, Saturday morning planned on flying to Yosemite (KMPI) for a weekend 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
  13. Coming across a RAJAY turbo, will post pictures and part numbers later on tonight. Would anyone be interested in it? Thank you.
  14. Fast and Sleek! Beautiful and Well Cared for. Garmin WAAS GTN 750! Upgraded With the 261 Thunderbird Turbo Conversion by Mod Squad! TSIO 360MB Engine w/ Automatic Waste Gate, Tuned Induction, Garrett Turbocharger. “252” Cowling, One Piece Belly & other Speed Improvements. 190 KTAS! Built in O2, XM Weather & Radio, KFC 200 Autopilot w/ HSI. Speedbrakes, Dual Alternators, Standby Vac, Shoulder Harnesses & Much More. This sale is by owner. Call For More Details!, 704 200 6933. Log books available by request.
  15. I am looking for response from anyone flying a turbo or turbo-normalized aircraft. Most of the engines have a max manifold pressure based on continuous ROP max power settings. Have any of you experimented with trying to attain high horsepower numbers on the lean side of peak? I am assuming that running 80-90% HP while LOP may in some cases require MP in excess if not over redline. I know of more than a few TAT modded Bonanzas that are regularly operated at 85-90% power with excellent CHT numbers, however it does require enough MP to get to 70 to 100LOP. I would ask that those of you that use the POH recipe please refrain judging those who operate outside those parameters. I'd like to focus on engine ops and theory, so please keep the "you'll shoot your eye out" comments to a minimum unless they're accompanied by data or experience.