N231BN

The biggest issue is the coils sold by Kelly simply don't last. The slick coils are significantly more expensive but will generally make TBO if they aren't subjected to extreme heat.

Southeast North Dakota, -20F is a nice winter day. I am not aware of any plate from Continental for the -360 and there is no option for a non-congealing oil cooler like the big-bores have. Attached is the page from the IPC that shows the winterization kit, the applicability section states "25-1000 thru 25-TBA" which are 252s. 71-00-03.pdf

If it is really cold out, it doesn't seem to matter how warm the oil is when you start. The oil cooler is bypassed until the vernatherm closes and by the time the oil gets warm enough for that to happen the cooler has been completely cold-soaked. The solution is either lower-viscosity oil or a plate to cover some of the cooler area. The 252 has a hinged plate to do just that, I don't know why they never made a kit to add it to a 231. A strip of duct tape down the middle of the core helps quite a bit.

It was 2011, I was in an exhibit building at the time.

B-12 is great stuff! We had a Cessna 340 on lease to a 135 operator and decided to park it when the engines hit TBO. When I went to sell it a couple years later both turbos were stuck, after discussing with the new owner we gave them a B-12 soak for the weekend. They both easily popped loose and ran trouble free for a couple hundred more hours.

I realize this is an old thread but there's only one M22 that has been used regularly in the last decade and it's based in Minot, ND. If you would like contact info just PM me. Flight aware doesn't show much because it's mostly VFR. Sent from my Pixel 3a using Tapatalk

I used to run 100w throughout the winter since my 231 is always heated. I started having problems with the oil cooler congealing on cold days so I now switch to 20w-50 in the winter. I really think that is what happened based on personal experience. When the oil gets that hot you will burn more in the cylinders so that's where your 1.5 qts went. Sent from my Pixel 3a using Tapatalk

If you still had 5 qts your temp/pressure issue isn't from oil level. You most likely had your oil cooler congeal. What oil are you running? Sent from my Pixel 3a using Tapatalk

If that is disconnected and your factory gauge still works, you should figure out where the sender is that is feeding your factory gauge. If they are using the front location (by the governor) it won't give you an accurate indication of oil pressure to the turbo which is important.

I'll be more detailed this time. That is the factory oil pressure sender. It is supposed to be clamped to the engine mount tube above the co-pilot's foot well. The reason it is attached to the turbo is the location normally used on the crankcase for oil pressure is used to supply oil to the turbocharger.

That is the factory oil pressure sender.

An earlier 231 or a 252 Encore will have a 1000lb useful load or better. For your requirement, that leaves 400lbs or 66gal of fuel. My average fuel burn is 12.5 and block speed is about 150kts(mostly below O2 altitudes). That gives you 648nm with a 1 hour reserve, further the higher you go. I love my 231, it's a good airplane and it was cheap! However, if I was going to spend more than 200k with your mission it would be B36TC all the way. A good model will have 1200lbs useful.

@Matt_AZ In the upper right corner of the HSI is the slaving indicator. Place your compass switch in either the up or down position and turn the compass card in either direction through your actual heading and see if the indicator moves at all. The OP has the earlier version of the slaving amp which has two outputs and a center off position on the switch. The later models with the bootstrap synchro only have the two position slave/free switch.

I think everyone can spend less time on Twitter.

You have a Century NSD-360 HSI with a non-bootstrap slaving amplifier which has two outputs. If the HSI stops slaving on one channel you can select the other or turn it off with the middle position.

If there has already been a thread on this I apologize. I'm hoping everyone with a Garmin 430/530 could post the numbers from the "Trip Statistics" page in the AUX menu.The average ground speed number is a really good indicator of total aircraft performance. Also, list your aircraft as well as any modifications. Non-Mooney owners feel free to share as well. 1979 M20K TSIO-360-GB GAMI's & Merlyn Wastegate I fly a number of shorter trips and unless I'm solo I stay below O2 altitudes on the longer trips. I generally run 65-68% LOP which is 10-10.5 GPH. Doing the math this is about 184 hrs which is all I have flown since doing the WAAS upgrade. Odometer: 27474 NM AVG GS 149.1 KT MAX GS 223.5 KT

Did you buy yourself a beer yet? Nice work! Now just imagine what this would have cost at a MSC.

I would love to hear someone's explanation for this diagnosis. When you say high oil pressure, do you mean the gauge is pegged high or it just reads 20-30 psi higher than normal?

The procedure for removing the CB panel is in the manual. Basically, in addition to the screws on the face of the panel there are two screws underneath the panel and there are two screws ahead of the door hinge on the side of the fuselage that need to be removed.

Try pushing on the middle of the door, it will relieve the tension on the top latch and let it release.

The diaphragm in your 1980's pressure sender isn't very soft anymore. I bought a new sender for my '79 231 and it made a huge difference in OP indication.

That sounds right. A customer of mine allowed his to expire(moved several times). Since OKC was backed up a couple months he called the FSDO to see what he could do. They suggested he sell the airplane to his wife and fly on the pink slip. He ended up calling someone in OKC and got it sorted out in a couple weeks.

I didn't catch the five months part, since the registration has been expired for more than 90 days the n number is unavailable for 5 years.

As long as the n number is still assigned to the aircraft your pink slip is good for the registration. It will be no problem to get a special flight permit to move the airplane, and you only need an A&P to sign the logs for the flight.

At or above 3000 I meant, unless you were arriving on the airway from the SE.