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Aviation Consumer Home Subscribe Get Web Access Current Issue Letters to the Editor Gear of the Year Airplane Reviews Sample Reviews Product Catalog Archives Links About Us Contact Us Account Info Customer Service Government Weather Flight Planning Tools General Aircraft Magazines Books Tapes Organizations Used Aircraft Guide July 2015 Issue Story Tools EMail to a friend EMail to the editor Printer Friendly MOONEY MISCUES ENGINES OTHER Our scan of the last 100 Mooney 231 accidents revealed 22 engine power loss eventsslightly over half of which were due to something being installed improperly In most of the remainder the cause could not be determined Click here to read more Mooney 231252 Mooneys M20K demands careful engine management and maintenance but the payback comes in the form of impressive speed and efficiency If age mellows people the same might be said for airplanes at least if the airplane in question is Mooneys M20K series The airplane arrived in the GA market at a time when turbocharging was relatively new and the demand for highflying aircraft was thin Mooney didnt get the M20Ks turbocharging system right on the first try and the airplane developed a reputation as a maintenance hog Thirty years later that reputation has been mostly burnished and the fact that the M20K bores along between 160 and 200 knots on relatively little fuel has improved the models used price Still the cabin is small and with a single door hard to get into For that reason and others Mooneys have a bit of cult status to them They are in no way everymans airplane in the way that a Cessna or a Piper is But if cruising fast yet miserly is your desire the M20K modelsthe 231 the 252 and the Encoreare strong contenders Every Mooney pilot should do what Tony Crespi is doing in his model 231practice landings main photo Proficiency is the key to avoiding runway prangs Model History Mooney came into the turbocharging game relatively late compared to other manufacturers In 1966 Cessna pioneered the market with the T210 and made a strong showing in the singleengine highaltitude market Beech brought out the V35TC in 1966 but it was never as strong a seller as the A36 Mooney wasnt completely flat footed during the 1960s introducing the 310HP M22 Mustang in 1967 a big brute of an airplane that was to some as ugly as it was unsuccessful Through the 1970s Mooney did well with small efficient airplanes powered by Lycoming fourbangers Mooneys big breakthrough came in 1977 when the M20J 201 was introduced as the fruit of a clever Roy LoPrestiled aerodynamic cleanup of the venerable Fmodel The 201named for its maximum speed in miles per hourmarked a turning point for Mooney even if the claimed speed was somewhat optimistic In 1977 Piper had the Turbo Arrow and Mooney realized it needed to compete in this market Two rocketsthe Rocket Engineering mod has a TSIO520NB with a threeblade feathering propellerand the 252TSE in 1980s marketing propoganda The result appeared in 1979 as the 231again named for its top speedor M20K It was essentially a 201 with a sixcylinder 210HP Continental TSIO360GB in place of the 201s 200HP Lycoming IO360 The airframe had a lot going for it It was strongly built of welded 4130 steel the gear system was all but indestructible and the handling was mannerly easily flown by a pilot with minimal retrac experience By modern standards Mooney had a smash hit on its hands It sold 246 airplanes the first year outdistancing the 201 by nearly two to one The fact that the two airplanes were so similar simplified the build process and likely made the project profitable from the first year The differences are in minor aerodynamic refinements The Kmodels fuel capacity is 10 gallons more than the Jmodel and both empty and gross weights are 160 pounds higher Designwise the 231 was exactly what the buyers were looking for a turbocharged 201 But if buyers were hoping for the 201s excellent dispatch rate they got something less Problems with the 231s Continental engine were several fold and hurt the models initial reputation The new cowling didnt cool the engine adequately the fixedwastegate turbo required constant attention and was easy to mismanage overboosting and high heat put undue stress on the engine and it was prone to cracking cylinders and cases The connecting rods were prone to failure and the original magnetos were unpressurized and would arc at high altitude On top of all this the TBO of the first engines was a miserly 1400 hours later upped to 1800 hours where it still stands Even with all these faultsand they were considerablesome owners achieved impressive maintenance reliability by obsessive attention to operating technique Specifically that meant careful leaning and attention to cowl flaps and preventive maintenance of the turbo But not all owners were so carefulpremature engine crumps were common REFINEMENTS With a couple of years of experience under its belt Mooney undertook some improvements adding a split rear cargo seat in 1982 while in 1984 a new variant of the enginethe LB1B which is approved as a replacement for the GBwas introduced with better cooling and overboost protection Mooney also included some aerodynamic tweaks that added 3 to 5 knots sealed nose gear doors a belly pan a more streamlined tailcone and removal of one of the vent intakes The alternate air intake system changed to address reports of icinginduced power loss While these fixes certainly helped the improvements were hardly night and day By 1986 further retooling produced the 252TSE for Turbo Special Edition The 252 while still an M20K is significantly different from the 231 Another variant of the engine was fitted the MB1 The induction and cooling systems were reworked and a new intercooled densitycontrolled variable wastegate AiResearch turbocharger replaced the original fixed wastegate RajayRotomaster unit Other changes included infinitely adjustable electric cowl flaps to replace the original dual manual flaps There was a vernier throttle control more elbow room and newlook radiused windows The 231s original 60amp 14volt electrical system was upgraded to a 70amp 28volt system This was much needed since a fully loaded Kmodel could max out the electrics long before the days of moving maps An electrically driven backup vacuum pump was made standard equipment The 252 also got further aerodynamic tweaking in the form of gear doors that fully enclose the wheels when retracted and cover the wells when the gear is extended The 252 also got an increase in gearextension speed to 140 knots up from 132 knots Maximum speed with gear extended is 165 knots for the 252 In all 889 231s were produced between its introduction in 1979 and 1985 The 252 introduced in the middle of the GA slump of the 1980s is less numerous Production totaled ironically 231 airplanes The Kmodel made a brief resurgence in 1997 as the The Kmodel lives in a league of its own when measured against the narrow market segment of fourplace turbo retractables At cruise the 231 outstrips its competitorsthe turbo Arrow the 182 RG and Commander TCby roughly 20 knots despite the fact that the 231 MPH 196 knots top speed isnt reachable under realworld conditions and probably at all Realistic max cruise is about 190 knots for the 231 but 170 to 175 knots is more like it The 252 is about 10 knots faster thanks to intercooling Both M20Ks win the altitude battle as well with a maximum operating altitude of 24000 feet for the 231 and 28000 feet for the 252 versus 20000 feet for the Cessna and Piper The Mooneys outclimb the others by about 150 FPM Mountain flying was the driving reason why Michael Williams bought his 1981 Mooney 231 top photo He takes great pleasure in seeing 200knotplus groundspeeds as a bonus Due to physiological considerations however high teens to low 20s are the airplanes best envelope At lower altitudes turbocharged airplanes arent much faster than their normally aspirated siblings In fact the 231 is actually slower than the 201 below 8000 feet due to cooling drag The Jmodel will also outclimb the Kmodel below 8000 feet Many owners operate 252s conservatively One owner told us that 65 percent power yields 170 knots at 10000 feet and 200 knots at FL210 burning 115 GPH The 231s numbers are proportionately lower at high altitudes although the difference lessens the lower one goes With 756 gallons of usable fuel the 252 can climb to FL280 and operate a total of 49 hours or just under 990 nautical miles stillair range with reserves The 231 has comparable range and endurance but cant fly as high 231252 how they differ The improved powerplant installation makes for a significant operational difference between the 231 and 252 The engine still produces 210 HP but it does so at a markedly lower manifold pressure 36 inches for the 252 versus 40 inches for the 231 thanks to the improvements in the tuned induction cooling and the turbo system The 252s induction and cooling air intakes are separate from one another Induction air enters through a NACA scoop on the side of the cowling is turned 90 degrees to minimize induction icing through inertial separation and passes through a larger lessrestrictive air filter Its then compressed and run through a 42squareinch intercooler The result is dramatically lower temperatures for the induction air from 60 degrees F at lower altitudes to 120 degrees F up high That means more power at higher altitudes and a wider detonation margin The 231s critical altitude is only 14000 feet while the 252s critical altitude is 24000 feet In practical terms this means that the 252 can continue to climb at about 1000 FPM into the mid20s can fly higher and is faster once up there The most important difference between the 231 and 252 lies in engine management The revised powerplant installation in the 252 made an enormous difference and makes the 252 a more desirable airplane Because the 231 has a fixed wastegate the pilot must constantly monitor manifold pressure and fiddle with the throttle to keep it within limits Bootstrapping and overboosting are constant worries Thanks to its automatic wastegate the 252 doesnt suffer these foibles Mooney 231252 1 2 View on single page

O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O B I O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O


Principle of Highfrequency Induction Heater Unit Contact Us Induction heater units incorporate high frequency generators for noncontact heating of metal using electromagnetic induction When AC is applied to a coil surrounding the work metal a magnetic field is generated by the current flowing in the coil and induced loss hysteresis loss is generated causing a heat At the same time in the magnetic field which alternates with the AC a spiral current eddy current is generated by the electromagnetic induction This eddy current generates Joule heating and a heat loss of the electromagnetic energy eddycurrent loss will be caused High frequency induction heating equipment performs heating by utilizing the two heating principle namely hysteresis loss and eddycurrent loss Click the Contact Us button on the right for dealer information sample test or technical consultation Contact Us To Top of Page

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Cairon Pronunciation na Looking for the perfect name Try the Name MatchMaker to find the perfect baby name for you NameVoyager US Popularity of Cairon Over Time Sister Brother Names Know a Cairon What are his siblings named Enter Sibling Name M F Calib Cameron Cayden Caylon Chad Collin Crist Cyrus Eunel James Kaelan Karen Kiarna Mark Mel Michael Nico Tahj Name Lists Featuring Cairon Contribute your knowledge to the name Cairon Report inappropriate content Comments and insights on the name Cairon Pronounced like Byron but starting with a k sound Personal experiences with the name Cairon I was rescued from a rather stalkish and intimidating character by a gentleman named Cairon while on holiday in Dublin I told him if I were ever blessed with a son that I would honor him in the name Nicknames for Cairon CaiKy Ron Meanings and history of the name Cairon Share what you know Famous reallife people named Cairon Share what you know Cairon in song story screen Share what you know

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