N231BN

http://www.continentalmotors.aero/Support_Materials/Publications/Illustrated_Parts_Catalog/ Put in your serial number or go through the menus and then click accessory case. It will give you a nice drawing as well as all of the parts in it with estimated costs.

Do not drill any pop rivets! The windlace is held only by screws. In the front of the baggage door where you see the pop rivets you need to get under the headliner to remove the screws. It is actually quite a big job and you need to remove the plastic panels surrounding the hat rack to access everything.

I would be willing to bet if you have the unmetered fuel pressure readjusted to the low end of the range (6.25psi) and then readjust the idle mixture your problem will go away.

Thanks! I have been reading since I picked up the 231 this summer. The idle fuel pressure or "unmetered" fuel pressure is just an adjustable orifice. Unless it is set extremely low it "should" not have an effect on TO fuel flow as the metered aneroid is regulating fuel pressure at TO RPM. Continental SID 97-3 is the procedure for adjusting the pressures. On page 6 it states: "NOTE: Maximum part throttle full rich fuel flow will be achieved by setting the idle rpm (low) unmetered fuel pump pressure to the minimum value specified." This way you need to enrich the idle mixture setting which gives you more fuel through the whole range of throttle movement. If your unmetered pressure was set that low I'm surprised it has enough fuel to idle. Has the engine ever tried to quit on you during landing roll out?

I have only had my 231 for five months now but I have worked on twin Cessna's for years. When we had issues with mid range FF it was usually a problem with the idle mixture setting. The TSIO-360 has a different throttle body design from the 520's but the concept should be similar. If the idle pump pressure is set too high you then have to turn down the idle mixture adjustment to get the proper RPM rise. Since the idle mixture adjustment is connected to the throttle it actually regulates fuel flow through the whole range of movement. At take off power it is wide open so the FF is regulated solely by the metered adjustment but once you start pulling the throttle back it starts to restrict the FF again. My guess would be the gauge they are using for the unmetered pump setting isn't accurate at low pressure. This has fixed the same issue on a couple of Cessna 414's.