N231BN

Both Mooney and Continental address this issue with service letters.

Also, if you run deep LOP you can do so at higher power settings and stay out of the red box.

The acclaim has a low compression engine due to being turbocharged so the numbers won't match your ovation.

That is also the cheapest item to replace in the system and should be done first if having any problems.

I agree with others that this is common in Continentals. I disagree that it is acceptable however and it usually can be remedied.

That's the obvious answer but it doesn't make sense in this context. "I kept increasing throttle until FF..." Just trying to understand.

When you say "FF" what are you referring to? Firewall forward?

If increasing the idle mixture didn't help then the unmetered pressure is too low. They either didn't set it correctly or their gauge isn't accurate. They need to get the engine good and hot for setting this. Running your boost pump on low during landing roll out will help.

That is correct.

Ref. page 5 of the 900/930 primary installation manual, CDT is listed as a primary function. IAT is listed as non-primary.

JPI uses a thermocouple. Sent from my Nexus 7 using Tapatalk

Tru-track autopilot, and cheap! Sent from my Nexus 7 using Tapatalk

It really depends on the efficiency and rated airflow of the intercooler core. It also depends on the amount of cooling air being supplied to the core. For example, a stock Cessna 414 uses a NACA inlet for the intercooler. A RAM VI adds a pitot style inlet for the core. I have a fair amount of time in both setups and to compare the two, the stock airplane performs like you are running carb heat. I agree that some of the STC intercooler systems probably aren't tested as much as the factory systems. The core should be sized so there isn't an appreciable airflow restriction. Either way, I would much rather have any intercooler vs. none at all. Sent from my Nexus 7 using Tapatalk

Simplified wiring. There are two fuses back by the battery box. One is the hot wire to the relay and the other is the clock/cabin lights wire. If you sent the power to the switch first you would have an extra and unnecessary wire going back to the relay. To the OP, don't use the master switch to power the clock. There should be a wire back there already for that. If the Astrotech isn't made for ship power get a Davtron that is. Or, have the Astrotech repaired so it doesn't eat batteries.

Some quick troubleshooting tips for resistive temperature gauges, this also applies to the factory Oil Temp and CHT gauges. If the needle pegs hi, the circuit is open. If it pegs low, there is a short. Since yours doesn't move, the CDT side is either dead or someone replaced the probe with an incorrect unit. The PO of my 231 had replaced the probe with a Type K thermocouple. Needless to say it didn't work.

The CDT actually uses a thermistor I believe, it provides higher accuracy at low temps. The probe is located just above the turbo in the induction tube.

Something sounds a little strange. I have a lot of time with those engines in twin Cessnas but never in a Mooney. A Ram VI making 335 Hp is only flowing 34-35 gph on takeoff and well below 1500 TIT. The Mooney rocket is only making 305 hp right? The idle mixture setting can affect part throttle fuel flow but once WOT they should have no effect on each other. I don't know what all they changed in making that engine fit in a Mooney but that doesn't make sense.

For you M20K owners, just remember that fuel flow is a primary instrument in our models and a JPI 830 can't legally replace it.

I looked back through my notes and I bought my probe from LASAR. https://lasar.com/probes/cdt-probe-a002-cdt

Post a picture if you can, I believe you are right in that the newer models have cam-locs instead of Southco fasteners.

I had to replace the probe when I got my 231. I forget who makes the replacement, the part from Mooney was $$$$$. I'll check when I get to the office.

Must be tolerance stacking, I have never had a problem.

You need to have a set of gauges connected while it's running to see if it's tripping the high or low pressure switches. My guess is it's going high after a while which probably means the receiver/dryer is partially plugged.

1. Mixture full rich, throttle at idle. 2. Run the boost pump momentarily (no more than 1 second) 3. Full throttle (leave your hand on it) 4. Crank, as engine fires smoothly pull throttle to idle keeping RPM from exceeding 1000 5. "Tickle" primer or boost pump if engine wants to die 6. This honestly works on every single fuel injected Continental engine(except B58P).

The probe location in the fresh air vent is not a problem. If you are getting engine heat there, you have bigger issues than the OAT probe. Under the wing is better but not necessary.