N231BN

FWIW, a Century 41 will capture from above via pitch mode.

You may need to check the supplements if it's not in the normal/emergency procedures.

Try Textron, they were the only ones that had them the last two times I looked.

How frustrating, congrats on getting it fixed.

I believe the front probe location is in the oil gallery between the governor and the prop. It should be accurate in flight when there is oil flowing to the propeller.

You are correct, it is most likely to happen with single weight oil in very cold conditions. Once the oil is warmed up and flowing it is nearly impossible for the cooler to congeal. The problem comes from the fact that the oil will not warm up enough on the ground in very cold conditions and the cooler is getting all of that cold air blown through it. Tape on the cooler face and multigrade oil greatly reduces the chance of this happening.

Just above the oil cooler behind #2 cylinder. As to your low oil temps, on my 231 I have to adjust the closed position of my cowl flaps as the seasons change. The 252/encore cowl is different but make sure your cowl flap is closing all the way.

Depends on the installer but probably just a tee near the factory sender.

I'll post this here since we're talking about a Continental TSIO-360 and not a sandcast IO-470/520/550 or a Lycoming. @PineconeIf you can get oil pressure in the 50's with warm oil you are in good shape. The oil pressure sender is tee'd off the oil inlet to the turbocharger so it isn't giving you an actual reading of the pressure going to the mains. The oil will follow the path of least resistance. If the cooler is full of cold, thick oil it will simply bypass and the cooler will get colder and thicker. When the temperature increases and the vernatherm expands, the cooler is now fully congealed and will not accept any flow. The tip of the vernatherm has a relief valve built in so it will allow oil to flow to the engine but at a greatly reduced rate. There is no option for a non-congealing type oil cooler on a TSIO-360.

Order sent in for a customer, thanks.

That doesn't solve his CDT issue which is part of the factory TIT gauge.

Was it very cold out on your last flight? A congealed oil cooler will cause low OP and high OT. Do you have a Merlyn or stock wastegate?

I don't think the governor is the problem as the RPM increases on the simulated takeoff runs. I think it is time for you to bring in another mechanic or at least have them contact someone at Continental for guidance. It is hard to troubleshoot this way when we don't know what exactly has been done by that shop. Do they have a differential pressure gauge to set the metered fuel pressure or are they using the totalizer? It is OK to use the totalizer but it must be accurate. Your FF seems very high, especially since you aren't making rated RPM. See attached chart for the correction factor. Check the intake and exhaust for obstructions. Make sure the wastegate is controlling the manifold pressure and not the "pop-off" valve.

There must be a configuration error then, there is no reason they shouldn't display the same traffic. I have been very happy with the 750/345 combo in my Baron. @goodyFAB I will be installing a pair of GI-275s and interfacing them to a Century III autopilot soon, I can let you know appoximately how many hours it takes. You don't say which autopilot you have but a Century III with a -2 or -3 radio coupler requires both GI-275 units to be ADAHRS + AP. It also requires two Deklin AIU-900A interface boxes which adds to the cost as well. I have been a fan of PS Engineering in the past but I have been impressed with the GMA 350c interfaced to a GTN 750. I find Garmin Telligence to be a very useful feature. good luck with the project.

On the traffic page of the 750, you can change the altitude filter to "unrestricted" if you want to see everything.

If everyone orders the LEDs based on their aircraft voltage they will be fine. For the 28v airplanes, you can leave the resistor as it will only be dropping about 1 volt or just bypass it. On the Ovation I just had in the shop the resistor is not in a convenient location to remove but the wiring is easily accessible.

A transformer won't pass any current on a DC circuit. Did Mooney actually use a step down converter? The only parts catalogs I have are J, K, and R. They all show a resistor on the 24V airplanes.

Can you post a graph from the last ground run? Fuel flow and fuel pressure?

I forgot that the GI-275 does, thanks.

The issue with the Garmin displays (G5, GI-275) is the backup battery doesn't power the GMU-11. They both have an internal GPS which can give you ground track although that is apparently not good enough.

G5 installation limitations:

AFAIK, neither the GI-275 or G3X can replace a non-stabilized magnetic compass. I don't have an install manual for a certifed G3X touch but the attached image is from an older GI-275 manual.

It looks like your GMU11 needs to be rotated about 5 degrees CW. You can do all the calibration procedures you want but it won't change the results. Ask me how I know

I think that is a great idea, it would be very easy to hack though.

If it broke to the right you were most likely giving it too much rudder. Make sure your instrument panel is level, they tend to sag to the right which would require more than normal rudder input to give you the indication of being coordinated.