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Found 21 results

  1. Hi everyone, I'm new to the forum and settled on Mooney ownership, trying to decide between a J or K (252). I have read many other old forum posts on this topic, but I want to hear from you all who have flown both the J and K out in the mountainous areas west of Denver. I'm leaning in the direction of the turbo, but justifying the purchase and maintenance costs is making the decision a bit challenging. Just to be clear, I can definitely afford the K, but a wider dollar cushion is always nice to have. For clarity, I'm only considering the 252 variant of the K because I don't want to worry about the financial or mental workload of those premature high-altitude systems in the 231. Background: ATP and lifelong involvement in GA to at least some extent. Living in Flagstaff, AZ and based in Salt Lake City for work. The mission for the airplane would involved recreational cross country flights of 300NM or greater between four times per year and once per month. Using the airplane for commuting to work would be a desirable option, but not essential by any means. On the weekend trips most of the time we would be hauling just two people plus light bags. Occasionally a friend or family may join us. The vast majority of flying we would be doing would also be the most important stuff, flying down to lower elevation fields within the state of Arizona. No matter which type, night flying and approaches with ceilings below 1000 feet are no-go territory. Long story short; the main mission would be bumming around the "local" area for fun with about 30-40% serious, mountain-topping cross-country flying being a highly desirable option. My concerns with the J are performance above 15,000 feet and dispatch reliability given weather conditions. I like the systems simplicity and the associated lower burden of cost while enjoying the relative simplicity on fun-flying days. My concerns with the K are reliability, maintenance cost, the effect complex systems have on "fun factor" when hanging flying around the local area, and whether you all feel those are justified by any increased dispatch reliability. Thank you all for your responses, and stay safe up there! -Rich
  2. 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
  3. Turbo Mooney 1982 M20K231 (TTSN 4800) hangared with current annual/IFR, recently factory-remaned engine (TSFRM 130), GAMI, Wastegate, TKS anti-ice (not FIKI), composite MT Prop, Precise flight electric spoilers, Factory 4-place Oxygen, Apollo CNX 80 WAAS GPS/NavCom, Garmin G5 HSI, MFD, 2-axis autopilot with GPS steering. Flown 50-100 hr/year. No known damage aside from minor hail dings. Electric gear and flaps. 2015 acclaim paint, 930 lb useful load. Love this plane but mission has changed so it's time for a new owner. Times may change. Open to fractional partnership if local. Summer flying wrapping up so dropping price.
  4. A 1981 M20K's POH says run-up at 1700 RPM A 1980 M20K POH says run-up at 2000 RPM What says Mooneyspace M20K owners with the TSIO360 engine?
  5. 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. https://drive.google.com/drive/folders/1BmxtvTtWAWXTqEkQ6lsq0t94zcQl0km7?usp=sharing 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.
  6. Hello, I’ve been unsuccessful in finding a co-owner for my 1987 M20K 252 sn 25-1145, and it makes little economic sense to fly her all by my self so I decided to sell her. 1250 hrs tt per end July. Sold Equipment COM 1: Garmin GNS 530W COM 2: Garmin GNC 255A NAV 1: Garmin GNS 530W NAV 2: Garmin GNC 255A Audio panel: Bendix/King KMA-24 Intercom: Isocom SCI-4 ADF: Bendix/King KR-87 DME: Bendix/King KN-64 Stormscope: 3M WX-950 ADL150 Satellite weather receiver (2018) HSI: Bendix/King KCS-55A Autopilot: Bendix/King KAP-150 with yaw damper Transponder: Garmin GTX-330 GPS: Garmin GNS 530W (with trafic and fuelflow) Garmin GTS800 Traffic Info System (2018) JPI-EDM 700 Engine monitor (2019) ELT: Artex ME-406 Hot prop, Hartzell 2 blade with q-tips (new blades december 2019, 40 hrs) LED landing lights Dual alternators Built in oxygen (bottle overhauled 2020) Speedbrakes Bruce’s Travel Canopy cover (2016) Battery tender I am assembling a website where I try to collect all the relevant info, it is a work in progress so bare with me. You’ll find more info on the engine, logs etc. M20K252.com She is based in The Netherlands. Happy landings, Mark
  7. Hello all, long time lurker, first time poster. I am planing on buying a M-20C thru M-20F hopefully in the next month or two inventory on the market willing. I've been looking for the past year since a little before a deployment though the deployment and the two extra months of deployment, thanks for nothing corona virus. I understand the differences between models and don't rally have any questions save for one. What is the lowest fuel flow in GPH can you cruise in a TN IO-360? I know how the turbo works, and what it gives me thanks to a few post on here and their links to great AvWeb articles for more in depth information. Background: My mission primary is to build hours over the next year or two so bringing GPH down while cruising is an important aspect of the plane search (not the only aspect otherwise I'd be looking at anything with a C-85 engine.) With a NA IO-360 I know I can cruise at 6.9 GPH or better. But what i don't know is if I get a plane with a Rayjay TN and a manual waste gate control will I be close to that as well? My thought is if I chose to not use the boost and open the wastegate i should get close to NA GPH, though with the impeller blocking a bit of the intake and the turbine in the exhaust flow I'm thinking some efficiency will be lost and everything being equal the Turbo engine will require more GPH, but is that .5 more or 5 more? My guess is less than 1? having read all the posts on this forum I know that 69% of the responses will say "Mooney zoom" and "WOT all the RPM!" and while I love the enthusiasm and will join you doing that from time to time, I'm kind of looking for the practical low GPH setting in a Turbo. Yes I also understand the temperature sensitivities of the system as well in regards to TIT, EGT, and CHT. Lastly, with the turbo working boosting away what kind of GPH does one typically see in the flight levels, like FL200? Proof reading this, I feel like I could word things a bit more softly or diplomatic, but I'm starting to see cross eyed and need to go re install my 9 yo in his bed so apologies if I am less than as coherent as I should be, and thanks to all in advance for knowledge I know I will receive from this fine community. Neil
  8. 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
  9. Anyone here have a M20J with the RAJAY Turbonormalized STC installed? Any feedback, comments or recommendations appreciated.
  10. 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 (http://www.acornwelding.com/) 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
  11. 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
  12. 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. https://www.kickstarter.com/projects/1256756648/137347805?ref=292ccy&token=91fdce06
  13. 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.
  14. Need some help in finding a low time tsio 360 LB - 1B for a 231 M20K Mooney. Thanks John.calvert1@ca.rr.com
  15. 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,
  16. 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.
  17. 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"...
  18. 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
  19. Coming across a RAJAY turbo, will post pictures and part numbers later on tonight. Would anyone be interested in it? Thank you.
  20. 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.
  21. 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.
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