N231BN

That is the standard location for a 231.

First things first, your takeoff FF needs to be turned up to at least 23.5, 24 is better. TIT on takeoff shouldn't be over 1400. This should be done before you fly the aircraft again.

Back to the OP, do you have an equipment list for the aircraft? If a Gill 243 is listed on the original list it is approved. The parts catalog doesn't list a KX-170B but you won't see an STC for it either if it was installed when the aircraft was certified.

Any chance you have a 3-blade prop?

If the aircraft received it's airworthiness certificate with the G-243 installed it is approved and you need a new IA.

You do realize that hole just cools the probe, not the whole cylinder?

Just an FYI, I don't have a separator on my breather line and I don't have anywhere near as much oil on my belly. Your separator may be hiding another issue.

One more thing, ref. post #10 what manifold pressure and TIT are you running?

I would be interested.

Ok, I was wondering if you were still using the stock FF as they all eventually turn unreliable. FYI, 22 gph is on the low end for takeoff FF. SID97-3g lists it at 23.0-24.7 gph.

What do you have for a FF instrument?

TKS and VGs are going to take that last 10 knots you are missing.

It most likely left the factory with Bendix S6LN-25.

978 UAT systems still have an anonymous mode. 1090 ES systems operate on the Mode S principal and they have to broadcast an identity(ICAO code).

I would certainly think so, what does the intercooler STC paperwork say?

That's what I was thinking.

I had a friend's 201 come in for an oil change and he was complaining that his seat back was loose. What I found was surprising. The pivot point for the seat back was torn out of both sides of the seat base. Does anyone know of an approved repair for this? The P/N's for the bottom extrusion was unavailable according to Mooney. I have several calls in to salvage companies for a used seat but I wanted to check here if someone has repaired this before. It is hard to believe this happened in the 15 hours since his annual was done(not by me). There are clearly fatigue cracks in the flange on the top of the extrusion. Also, if anyone has a seat available for sale I would be interested as well, no upholstery needed. Thanks!

There's no doubt something changed. Critical altitude is defined by the point the engine can no longer develop full power, the airplane still has a service ceiling of FL240.

Exhaust or induction leaks are typically the culprit if the turbo checks out. Perhaps a cracked intercooler? On another note, the critical altitude with a fixed waste gate is supposed to be 14,500.

Do you have a top or bottom induction 550? If it's the bottom log ram induction a sticky intake valve could shut a whole side down. Much less likely with the curved top induction.

The difference between the -gb and -lb is the latter has larger diameter throttle body and curved intake tubes. Both engines develop the same power but the -gb places more back pressure on the cylinders via the turbo as it has to generate more upper deck pressure to achieve the same manifold pressure. This basically means the cylinders on a -gb need to generate more thermodynamic power(?) to achieve the same BHP at the crank. This requires more FF to control temps. The other change between the two engines is the -lb fuel injection system operates at a lower fuel pressure so it has different injector nozzles.

I thought that as well until I got this pump. If you screw the mixture in so it's just off the ICO stop it quits injecting fuel and sends it back to the tank.

This is because certain fuel pumps for TSIO-360 engines actually permit fuel to flow when in ICO using the electric pump. This is an issue I just learned about after having an exchange done on a leaky pump. I'm going to call the fuel shop back but I remember him saying they have to convert the old pumps with a new mixture control.

This is a good reminder to all 231/252 pilots out there to check your FF on every takeoff run. That is something that was engrained in my head from flying twin Cessna's. Glad it worked out for you. I also have a GB in my 231, I even have one of those non-VAR cranks. Still running strong but it's going to be a pricey overhaul for someone. I think a crank is >$6k. Sent from my XT1030 using Tapatalk

I don't remember seeing them safety wired on any of the twin Cessna's I worked on years ago.