geoffb

-LB uses a different clamp than -MB, rajay vs garrett.

both STCs to install a -MB in a 231 are orphaned and I can't imagine finding a 252 cowling in any case. Entire intake and exhaust are different. Cylinders are different. Maybe more.

I pulled my separator over the weekend. It's just a simple, cyclone sort of separator. Crankcase vent line clear, separator clear, overboard vent line clear, crankcase return line clear and sloped downhill with no low spots. It's a very simple separator. Probably not enough volume to be really effective. So no smoking gun with the crankcase ventilation system.

Rags, I'm having the same issue on my -MB ever since my last annual. It's definitely coming out the breather. I don't think my separator has ever been cleaned, so I plan to remove, clean and go over the return line routing this weekend when I change oil. Thinking about this a bit, the crankcase probably always has a positive pressure due to blowby or we wouldn't need the vent and separator So does oil return to the sump from the breather only after shutdown? Anything that prevented the separator from draining would allow oil to remain in the separator. Geoff

If the bushings are tight and no significant axial play, it's a check valve. I went through the same thought exercise of replacing the spring, blah, blah. I needed it fixed. Bought a check valve. No issues now. worst part is dealing with the adel clamps.

is this all at low power settings, like just off idle on the ground? If so, don't discount the fuel manifold.

Call Falcon in AK and fly more. I'm at a higher hull value and hangared less than 50 yds from you and I'm paying significantly less. Did you see a significant increase after the claim?

We're in Corvallis with a 262 conversion, dual 75 amp alternators, TKS. Without Monroy tanks Palm Springs from PDX non stop will be tight. Probably a 5 hour flight in the high teens in mine. I cruise at 65% ROP. Haven't managed to get mine to run smooth while lean. We make that trip at least once a year and up high down the east side will pencil out, but there are no small number of days when running down the east side of the sierras will be unpleasant. We usually stick to the valley to Palmdale and then cut east. Costs some time but usually a better ride with better outs. We trek to Santa Barbara a few times a year, that would be no problem with standard tanks non-stop. Most of my flying is for work around the northwest. The airplane has proven to be truly capable. Rockets are faster, but every time I sit down and compare the travel times, you burn more gas to save a few minutes. Even PSP from CVO the extra 25 knots only yields a half-hour saved.

agree, suspect you have a short to ground somewhere between the switch and the relay

TKS gets all over the interior of the airframe. Gets in the wings from the under wing inspection panels, gets in up under the belly skins, runs down the vertical into the tail cone. If it was at all corrosive, the plane would be junk by now in the 500 hrs since TKS install.

what model M20 are we talking about here?

That sucks. Seemed like a really good guy.

Same here. Ditch the old and go with the EI, you won't be disappointed.

For everyone's reference, exhaust pipes are different -LB to -MB because of the different turbo. V- band clamps too if a remember correctly.

I think it was $800.