flashf16 Posted January 11, 2010 Report Share Posted January 11, 2010 Folks--I have a 1980 231/262 that was running consistently about 12-15 kts slower than book at any given altitude. After making sure the gear wasn't hanging out and the speedbrakes were retracted (just a touch of sarcasm) and verifying the Man/RPM/FF numbers were correct, I had the baffling checked (it was 'okay') and then found that there were a couple of induction leaks. I haven't gotten the airplane back to ops test it yet, but my two main questions are 1) are there any other 262 owners on this site who have some performance info they can pass along (even generally--like "yes, I'm close to book numbers") and 2) would the induction leaks (two of the six induction tubes had leaks) be enough to account for that much of a performance loss...? Thanks, Ryan Quote Link to comment Share on other sites More sharing options...
airkraft Posted January 11, 2010 Report Share Posted January 11, 2010 Flash, Our 66 E was flying 10 or so KTS to slow a while back. Find my post for all the details. Turned out to be rigging. I highly recommend checking and fine tuning aleron, elevator and especially rudder tolerances with factory jigs. Any MSC will have them. Quote Link to comment Share on other sites More sharing options...
flashf16 Posted January 11, 2010 Author Report Share Posted January 11, 2010 Excellent point--if I find there's no change with the fixed induction leaks, I'll have the folks at Cole Aviation check the rigging for me. Thanks for the reply, Flash Quote Link to comment Share on other sites More sharing options...
jlunseth Posted January 12, 2010 Report Share Posted January 12, 2010 Well, what is "book?" If you have a 262 then you have a 231 with a 252 engine right? What do you have for a POH? My own 231 has the aftermarket intercooler and wastegate, and there really is no "book." There is the POH, and there are some adjustments to the MP that need to be made depending on the cooling rate of the intercooler, and their are lots of recommendations out there to fly this setup to 252 book numbers, but the 252 book numbers are too low in my experience. So I am guessing that you have a similar situation. No real "book" to fly to. Quote Link to comment Share on other sites More sharing options...
flashf16 Posted January 12, 2010 Author Report Share Posted January 12, 2010 The 262 conversion includes new POH inserts with updated performance charts....so 'book' does in fact mean IAW the appropriate 262 POH numbers. Quote Link to comment Share on other sites More sharing options...
FlyingAggie Posted January 15, 2010 Report Share Posted January 15, 2010 Flash, What is the useful load of your 262? Alan Quote Link to comment Share on other sites More sharing options...
flashf16 Posted January 15, 2010 Author Report Share Posted January 15, 2010 Useful is a bit over 1000lbs. With all 106 gallons of fuel I only have a little over 400lbs for payload, with the standard 76 gallons, right around 600lbs payload. Quote Link to comment Share on other sites More sharing options...
FlyingAggie Posted January 15, 2010 Report Share Posted January 15, 2010 Wow, that must be a light a/c. Most of 262's I've inquired about are between 800 and 900#'s. Alan Quote Link to comment Share on other sites More sharing options...
flashf16 Posted January 18, 2010 Author Report Share Posted January 18, 2010 Alan--I believe you're correct. While I still don't have my airplane back (brutal), I looked at my excel w&b sheet and what I have entered there comes out to 915 lbs for the useful load. I'll double check it against the actual aircraft w&b when I get it back. Ryan Quote Link to comment Share on other sites More sharing options...
FlyingAggie Posted January 23, 2010 Report Share Posted January 23, 2010 Ryan, That is one of the highest UL that I have seem for a 262. I received some good news this week about the 262 I am buying. The owner had told me he thought the UL was 835 lbs, but he sent me the last W&B and it turns out to be 892 lbs. So if both my wife and I loose a total of 100 lbs, she can come along on trips with me with full fuel (106 gal) in the long range tanks! Alan Quote Link to comment Share on other sites More sharing options...
flashf16 Posted February 15, 2010 Author Report Share Posted February 15, 2010 Alan--815 for the useful load. 919 when it was new. I still don't have the airplane back, but I did manage to get the POH.... Ryan Quote Link to comment Share on other sites More sharing options...
FlyingAggie Posted February 16, 2010 Report Share Posted February 16, 2010 Ryan, The seller of the 262 sent me the latest W&B and the UL is 892 lbsthat I am trying to buy has a UL. How long have you owned yours and what is the shop doing to it? My pre-buy is scheduled for the first week of March. Alan Quote: flashf16 Alan--815 for the useful load. 919 when it was new. I still don't have the airplane back, but I did manage to get the POH.... Ryan Quote Link to comment Share on other sites More sharing options...
flashf16 Posted February 16, 2010 Author Report Share Posted February 16, 2010 Alan, I've had the airplane for about a year now (traded for my Glasair III). I flew it to PFN for pleasure and had my 2nd alternator fail. Since it was due for an annual anyway I thought it would be a good idea to have this shop do that as well. The short version is I was given an outrageous quote for the repair to fix the 'non airworthy items' (just under 18K--no typo) and promptly got a 2nd opinion from another shop on the field. The 2nd quote was less than a third as much as the first so it's now at the 2nd shop. The summary of the time consuming items has been 1) getting the plane from the 1st shop to the 2nd (almost had to get lawyers involved) 2) re-sealing the fuel tanks (in and outboards--long range tanks) 3) tracking down an electrical problem that turned out to be something the current shop caused 4) and last but not least, replacing a mag that was fine when I flew it last Change 3 to the UL: it's 840 now as 25lbs of ballast were removed from the tail. A lot more than you wanted to read... Ryan Quote Link to comment Share on other sites More sharing options...
FlyingAggie Posted February 16, 2010 Report Share Posted February 16, 2010 Ryan, To the contrary, tell me more! Actually I find it very interesting as I eagerly anticipate owning my first plane. Did any of the items turn up on your prebuy? Were you able to remove the ballast because the CG had shifted back over time? Alan Quote: flashf16 A lot more than you wanted to read... Ryan Quote Link to comment Share on other sites More sharing options...
flashf16 Posted February 16, 2010 Author Report Share Posted February 16, 2010 The only related item on the pre-buy was the fuel tanks. The previous owner did fix them (or so he and I thought) and he got a brand new paint job put on the airplane after having the leaks 'fixed'--not wanting to have fuel leaking period, but especially on new paint. The ballast was put there by the previous owner because he always flew the airplane by himself and wanted to have more downward trim for a few more knots. I mostly fly with my family, so I definitely have the weight in the back. Even when they're not there, I'll carry the cover and a couple quarts of oil. Quote Link to comment Share on other sites More sharing options...
FlyingAggie Posted February 17, 2010 Report Share Posted February 17, 2010 Ryan, Are you doing a complete strip and reseal on the tanks? The bird I am buying has long range tanks too One thing I have often heard is you can increase the life of the sealant by keeping the tanks full, but the 636 lbs of fuel almost makes the plane a single seater. What has been your practice in fueling? How often have you flown with full tanks? During the pre-buy did you have them fill the tanks to capacity to see if there were any leaks in the top part of the tanks? I am trying to figure out how to handle this in the upcoming pre-buy. Alan Quote: flashf16 The only related item on the pre-buy was the fuel tanks. The previous owner did fix them (or so he and I thought) and he got a brand new paint job put on the airplane after having the leaks 'fixed'--not wanting to have fuel leaking period, but especially on new paint. The ballast was put there by the previous owner because he always flew the airplane by himself and wanted to have more downward trim for a few more knots. I mostly fly with my family, so I definitely have the weight in the back. Even when they're not there, I'll carry the cover and a couple quarts of oil. Quote Link to comment Share on other sites More sharing options...
Capt_CrashN_Burn Posted December 13, 2010 Report Share Posted December 13, 2010 OK, I don't know exactly what a 262 is, I gather it's a 231 with some aftermarket intercoolers?? Is there anything else to the 262 mod?? Quote Link to comment Share on other sites More sharing options...
flashf16 Posted December 13, 2010 Author Report Share Posted December 13, 2010 Basically a FWF conversion to a 252. Replaces the 231 engine with a 252 engine (TSIO-360MB)--tuned induction, automatic wastegate, intercooler, infinitely adjustable cowl flaps, and dual alternators. You can maintain full power to 24K, and have a ceiling of 28K. Quote Link to comment Share on other sites More sharing options...
Recommended Posts
Join the conversation
You can post now and register later. If you have an account, sign in now to post with your account.