N231BN

A 231 at 2900lbs is no big deal.

The earlier in the power stroke that you can safely burn all of the fuel, the more power you can extract from the heat energy. The hotter spark is probably making a more efficient combustion process, perhaps his mags were getting a little weak. Anyway, the more heat energy you can extract, the less that needs to be dissipated through the cylinder walls. A&P IA thoughts only, I'm not a thermodynamicist

That's okay, he goes on to say: "The ignition switch also selects the “retard points” and disables the normal points in the left magneto." ​The simple version is both P-leads are grounded and the buzz box sends a voltage pulse to the retard points.

With a shower of sparks system both P-leads are grounded in the "start" position.

It sure sounds like you have a SOS issue, either in the box itself, the wiring, or the retard points. Both mags are grounded while starting so RPM should make no difference and if you had plug or harness issues they would show up on a mag check or in flight. It is possible that the increased voltage by being jump-started helped your weak SOS system.

That is the old mod works STC, there is also SA2445CE owned by Meier's Modifications.

Some STC's are approved where only the holder can perform the installation, I am guessing this is the case on the 262.

I'm sure you are stuck because the STC calls for a -MB4. However, it would be a fairly simple field approval to change the adapter to a different model.

In addition to the yoke shafts sticking I also had an issue with the counterweight rubbing on the firewall blanket, one other thing to check.

The engine will fit under the 231 cowling, you would just have to modify it to accept the 252 air filter box. The reason for the change here is the cowl inlets aren't large enough to supply induction, intercooler, and cylinder cooling air. The -MB has the intercooler in the right rear baffle above the starter, and moved the induction air inlet to the side of the cowl. You would need to cover up the large notch in the front right baffle where the 231 air box was. This could all be done. However, the FAA will generally not issue a field approval for an alteration that already has an STC.

Technically, the 252 has a different engine mount, air filter box, cowling, and baffles. You could probably modify your cowling to fit the new airbox but you would have to increase the exit area to account for the airflow through the intercooler. The baffles should be easy enough to make if you could find a set to copy.

I would love to be able to perform these conversions. However, it would be very cost-prohibitive to build and PMA the parts required that Coy and others were able to just get from the factory.

The SIM must be powered from the “hot” side of the master relay with a minimum 14ga wire. The fuse should be located as close as possible to the relay.

That is true, is there a way for one gauge to fail which would reverse the natural trend?

If the sender on a Bravo was vented to the atmosphere it would read 7 psi high by 18,000 ft, not quite as sensitive as the coolant pressure gauge on an airplane I used to fly that would run at 10-18 psi based on altitude.

Modern EFIS systems combine GPSS with traditional NAV guidance via auto slew in which the GPS controls the course knob for you. For example, the GFC 500 doesn't have a GPSS button because when you select NAV and the Navigator is on GPS, it automatically knows where to go without turning the course knob.

That is correct, any of the modern EFIS systems have auto-slew in GPS mode. It really isn't all that new, I flew a 1993 CE-525 that had auto slew on the SPZ-5000, of course it was connected to a Universal FMS which was more difficult to use than even a KLN-90.

If you had a vented body the pressure indication would increase with altitude.

The challenge is getting wires through the cabin, once in the tailcone it's no big deal.

I have two customers/friends that are going back to fixed timing in their NA birds. One is having temp issues and the other, well we're still trying to figure that one out. Surefly's timing map is not optimal for every engine and/or operation.

The combination of curved flight paths and manual course pointers doesn't play well with legacy autopilots. Another challenge is to fly a WAAS approach with a KFC200(250 in this case) that doesn't have roll steering. The CDI tracks the curved turn so I won't enter intercept mode. I end up steering the airplane with the heading bug until I'm lined up with the final approach course and then re-engage APR. Someone should make a GPSS converter that has a third mode, auto slew. When the navigator is in GPS it can send the roll steering signals to the course input of the autopilot so it will fly all of the turns correctly in NAV or APR modes. My 231 has a Century 41 with no HSI but I have added GPSS. In NAV or APR modes the heading bug turns into the course selector. If I leave the GPSS on it acts like I have auto slew so it will make turns and give me wind corrections while in APR mode.

We had very poor turbo life while running 15w-50 on a Cessna 414. It may have been poor operating technique by the other owner or just bad luck but there weren't any problems while running 100W. I know another shop owner that strongly discourages the use of 15w-50 in a turbo as well.

The GPS doesn't care which direction you are approaching, if it's an option it asks. Honestly, it is nothing new.

If you were approaching from the SW you would have to fly the turn.

Left side of the chart, it states "NoPT" when approaching KACGE from the south.