N231BN

That makes sense, I'm not used to MEA's that low.

The way I see it, you have to be at 3000 until outbound from the VOR. That way you have 25nm to make the turn in either direction.

It's funny, on similar approaches I have had people tell me "as long as you are established within 10 miles you can just fly straight in." Of course I ask them where they read that and they say "that's what everybody does."

The most common trip in my 231 is 200nm so I generally stay below O2 altitudes. Here are some results from Monday: 6,500 FT +3C 75% Best Power 125 ROP (According to the Chart) - 163 KTAS 13.3 GPH 65% LOP - 156 KTAS 10 GPH 10,500 FT -5C 75% Best Power - 170 KTAS 13.3 GPH 65% LOP - 162 KTAS 10.1 GPH And here's the best part about a turbo, if you want to go fast you can: 10,500 FT -5C 85% Best Power - 181 KTAS 15.5 GPH My non-intercooled bird likes the cooler air temps, it isn't as fast on a hot day. All CHT's were below 360 that day.

I don't remember who makes them for Lasar but I think they are the only source. You are correct in identifying the probe as a thermistor. When I purchased my 231 someone had tried to replace it with a TC.

They would still enable the feature by flashing the SIM. They could have an external input to deactivate the feature. Frankly, there isn't much reason to have advanced timing on a Turbo'd engine anyway. I'll take the hotter, longer spark though. A quick experience with electronic ignition, a customer of mine has a Carbon Cub that has dual Lightspeed Ignition. They other day I pulled it out after sitting the winter and the battery was so weak it wouldn't turn over one blade. I set the brake, got out and on the third blade it started up just fine. That was without using the emergency ignition battery. I think they are wonderful technology.

You could just have a disable switch for the timing advance in case of a failure.

The 55x we had in our 414 was never quite capable of flying the aircraft. It could not handle intercepts or configuration changes without massive overshoots.

If your cowl flaps are set to close tight, the pressure inside the cowl will not let the mechanism over-center. The 231 cowl was designed without enough exit area with the flaps closed tight creating too much pressure in the cowling.

When you checked the field wire was it disconnected at both ends? 10 ohms sounds about right for the field winding if you still had it connected to the alternator.

Alternators usually have circuit protection on the field wire. It may leave the VR, go inside to the CB panel, and then head back to the ALT. I'm not sure about that, the Field CB may just power the entire VR.

Have you had an increase in idle RPM?

A couple comments...9 gph LOP is closer to 58% power (9 X 13.7 / 210). Also, looking at the savvy graph I see you are running only 26.9" MP. At that setting, I don't think you are as lean as you think. I know you have an intercooler but try adding a couple inches and your TIT and EGTs should come down some more. What RPM are you running there?

With a Garmin portable and a couple of devices running GP or FF there isn't much need to time turns anymore. A turn and bank is a good learning instrument for a new IFR pilot but it certainly isn't worth another 1K.

Get the nicest K you can afford. A 252 is worth the extra money but a well-cared-for 231 is still a good airplane.

The installation manual states: "The GDL 82 should not be installed with a Mode S transponder."

A supercharged(turbo or mechanical) engine/airplane gains 2% of TAS per 1000ft at a constant horsepower. A normally aspirated engine loses about 3% of horsepower per 1000ft. You cannot go faster by making less horsepower. It sounds good on paper but simply isn't possible. Mooney tried really hard to get the J to 201mph. It would only happen at sea level and it certainly wasn't a typical production aircraft.

Also, inspect the field wire from the VR to the ALT. Look for frayed connections at either terminal or a partial break along the wire. This will limit the field current available which will limit the ALT's output.

The LB uses different fuel injectors than the GB. If you are using the same injectors as before the engine change you need to call GAMI and get them swapped out.

You need to have your link rods lengthened. The 231 cowling has much too little exit area so if your cowl flaps are set to close flush you are creating a lot of pressure.

To correct #1 above...You can go not lean enough, if you stop in the red box you are too rich. The key to understanding LOP ops lies in the original question. You cannot hurt your engine by running it too lean. You CAN hurt your engine by not running it lean enough.

Same here.

I think they allow a certain amount of fuel to gather in the port for priming.

I can't tell you the proper term for the heating that takes place, I'm just a mechanic. What I can tell you is there is significant heating of the leading edge of a fast(subsonic) jet. You can easily get a 10 degree rise which basically puts the aircraft out of the icing range when the atmosphere is right for it. This is one of the reasons the old Lear jets where known for their icing capability, high airspeed. The other being a lot of thrust as well as tons of hot bleed air for anti-icing.

Every FSDO is different but I can call an inspector here and have a permit emailed to me in an hour. Also, most insurance companies will cover a ferry flight but it doesn't hurt to ask your broker.