N231BN

Voltage Drop = Current (amps) X Resistance (ohms) If you don't have the light hooked up, there is no current so it will read battery voltage.

I agree, a split avionics bus is simple and lightweight. My first paragraph was referring to the electrical system as a whole. That is much more complex.

GDL-52 hardwire to Aera 660 is very solid, I don't trust the BT connection for this. I only have a little experience with a D3 but I wanted to throw it out the window. YMMV

Mooney could have designed their electrical system like a mulit-engine turboprop or jet and have dual independent buses but it would have added a lot of unnecessary cost and weight. One item that should be added to all of these airplanes is an emergency avionics master. It is just a simple 30a CB switch that bypasses the avionics relay. I understand that the relays are designed to be fail-safe but there are multiple possible failure modes. Another option: I installed new avionics in one of the DC-3s I'm involved in, one of the requirements for installing Garmin GTNs in a large aircraft is that they be powered by independent buses. While adding the second bus I added a selector switch to allow it to be powered by the hot battery bus. One of the failure modes with a hydromatic feathering propeller is the feathering pump relay can weld closed. The only solution if that happens in-flight is to shut off all the power to the airplane. If that would happen in this airplane, I can bring back the audio panel, number two GTN, and transponder. The co-pilot's gyros are vacuum powered so you have a complete functioning panel with both generators and the battery disconnected. If you did split the avionics bus in a Mooney it wouldn't be too difficult to add a properly sized and fused wire back to the battery to give it an "emergency power" option.

I think someone royally messed up your gear horn switch. It should sound below ~14" with the gear up.

Do you have the flight manual supplement for the intercooler installation?

That was just a ground run. A properly adjusted propeller won't get full RPM while static, especially at a reduced power setting. The next time you takeoff run the power up to 32" and note the RPM before you release the brakes.

I have mentioned this in previous threads, but I like to have independent control of the light circuits. The easiest method is to remove the annunciator wire from the nav light switch and connect it to ground through a simple toggle switch labeled DAY/NIGHT. Ground is bright, open is dim. I like my gear lights to be bright.

The bottom graph shows fuel flow and fuel pressure. I'm not sure what the fuel pressure number here is indicating but if it's metered pressure from the flow divider, you have an obstruction there. At full power the metered pressure should be 13.6-15.3 with a fuel flow of 21.3-23 gph. If it is indicating unmetered pressure, it is low as the full power range should be 28-32 psi. 20.4 GPH is enough fuel to generate 210 HP ao this is very confusing. The turbo is capable of making full power at FL280 so small leaks won't cause any issues at low altitude. It would be helpful to see a TIT plot as well. Make sure they are referencing the proper numbers for a -MB and not the original -GB/LB, including the fuel pump P/N.

It's a metalized rag-wing, straight 170. Metal wings don't need two struts due to the torsional strength provided by stringers and metal skins.

It is worth a call to B&C to see if they have a previous 337 for a M20K. I mentioned in another thread I was able to get a field approval for a B&C installation in a 182RG during COVID so it can still be done. I was thinking of doing one in my 231 but have decided to get it ready to sell instead.

Your engine should idle just fine at 650 RPM. Save those brakes!!

No, that's a revision copy.

It is frustrating now because the information that was in one document previously is now in three different sections in M-0.

Hacksaw or just a good pocketknife.

Context is everything, I was referring to aircraft with Limited Type Certificates. I am well aware of the exemptions for Restricted Category aircraft, I have an endorsement for the 802.

The FAA issed several Limited Type Certificates for surplus military aircraft(CFR 21.189). Any large aircraft still require a type rating. Some were not issued a LTC and are experimental-exhibition. Any experimental aircraft that is: Turbine Powered, over 12,500 MGW, or piston-powered with more than 800HP requires an "Experimental Authorization." It is similar to a type rating. Most P-51's are eligible to be limited category so all you need to fly one(besides $$$) is a private with tailwheel, high-performance, and complex endorsements. There is no LTC for a Corsair so it requires an experimental authorization. There is no regulation that describes this but it is required in the operating limitations that are given to an experimental aircraft. Sorry for the derail Skip. LTC.pdf

My order from June 29 just shipped on Friday.

It absolutely is caused by gyroscopic forces, that is why it only happens when turning. The reason it dies is related to the fuel injection system. Your idle rpm may be set too low but most likely your unmetered fuel pressure is dropping too low at idle with a hot engine. Another possibility is your idle mixture could be set too rich and as the rpm drops you are running out of air. As Clarence said, you need to perform a setup per Continental guidelines.

Don't forget the knob can be used to enter waypoints just like a 430/530. Also, to quickly center up course just press Direct-to then push the knob once. Love my 750/345 combo. Telligence is amazing as well.

You absolutely can, if you have a permission letter from the STC holder. B&C will gladly supply one if you buy one of their systems. In 2020 I got a field approval for a R182 using B&C's STC for a PA-32 (engine commonality) and a previous 337 for a 182Q. The FA for the 182Q used the Bonanza STC for the engine modification. I could make a comment about a FSDO inspector refusing to consider a safety improvement, but "mama said..."

It doesn't change the critical altitude because the instructions for adjusting the wastegate are the same. The Merlyn wastegate will increase the critical altitude because it is variable.

A couple of things, do you have a Merlyn? If not the critical altitude should be around 14k, depending on setup. Also, that is not enough FF at those power settings. It should be closer to 19 GPH if you want to keep climbing and keep everything cool.

Same here with my 231. Same speed 65% ROP or LOP, 11.7 GPH vs 10. It's great having the flexibility of a turbo, especially since I don't have to pay anyone to work on it:)

If your MP is constant then the UDP is not changing. Does the -MB have a fuel pressure regulator? I haven't worked on a 252 but the TSIO-520s in twin Cessna's have a separate device called that and it changes the setup procedure. Also, make sure the UDP sense line to the fuel pump is secure and not leaking. If it is a stainless line the alignment needs to be perfect on the flare.