N231BN
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Everything posted by N231BN
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The major parts are the same. The exhaust system/turbo arrangement is part of the engine specs, that's why there are so many different models. Put a -LB induction and exhaust on an -EB and you have the same engine. The fuel injection system may have a different suffix but that is just in the adjustments which will be done at overhaul. Continental has a service letter for converting one model to another.
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Clarence, I think he was referring to the length of a video showing Mooney-specific items to look at on a PPI.
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That is possible.
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I agree with Paul regarding cowl flap rigging. The 231's cowl was poorly designed. It has too much inlet area and not enough outlet. I do adjust mine seasonally to keep oil temps up but a better solution would be a blocking plate for the oil cooler. The 252 has a factory option for that.
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Just this morning I ordered parts direct from Textron, via their website.
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There is really no reason to overthink this, just use the safety switch and then shut off the master when done. When I'm doing an annual by myself I'll just gently squeeze some air in the pitot tube so I can watch them move.
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It was @201Mooniac that offered the 337. The -LB has a more simple accessory pad arrangement than the -MB4 in the 337 so there shouldn't be any issues there. I don't know what the status of the FSDO is in your area but I was able to get the field approval for the 182 during the first year of covid. That particular owner received three field approvals on his airplane that spring.
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Just a heads up, the 337 references two STCs. The FAA will want to see a permission letter from B&C to utilize that data before issuing the field approval. It's worth a call to B&C, they are good to work with, but the OP will likely have to purchase the unit to receive the letter.
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Have you talked to B&C about it? They can give you a copy of a previously issued field approval which your IA of choice can use on your airplane. I know it has been done before on a 231. I got a field approval for a 182RG using data from a previous 337 on a 182Q and their STC for a PA-32-300.
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If you already have a GFC 500 I would start pinching pennies to get to a GTN xi. There's no reason to spend money on a 530 since you already have a 430. My 2c
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Hangars are currently low on the priority list of AIP funds. If all of your airside needs are taken care of and you can show demand it can be done. We (K74) last built a six-unit T-Hangar for $375k in 2010. Current estimates are closer to 1M. Gross earnings are a little over 10k a year, and we are priced over most airports in the region. Building hangars is a terrible proposition right now.
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13K sounds a little high, there's about 7-8k in parts needed. The bigger question is the status of your crankshaft and parts availability.
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IO-360-A3B6 Idle Set Procedure and AC Spark Plug Question
N231BN replied to Peter Rejto's topic in Modern Mooney Discussion
I intended to reply to this last month but I'm easily distracted. Attached is the last version of SI 1042 that included Auburn plugs. Lycoming has not said they are no longer compatible, they just dropped them from the list as they haven't been manufactured in a while. Anyway, if you don't want to use them I would happily take them off yours hands . BTW, the TCDS for Continental Engines still lists AC plugs. SI1042AC Approved Spark Plugs.pdf -
I extracted that file from the original pdf, that's all the better the resolution is. https://www.dropbox.com/s/h7q157dmvrbixl4/mooney%20m20k%20electrical.pdf?dl=0
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25-0447 thru 25-0612 F4 25-0447 thru 25-0612.pdf Components.pdf
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I also recommend Terry at KC Headsets.
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Mooney down at KHEG (Jacksonville, FL)
N231BN replied to Hector's topic in Mooney Safety & Accident Discussion
Given the low speeds in all phases of flight I can only guess that the airplane had a failed prop governor or the pilot didn't understand how a constant-speed prop works and was trying to keep the RPM below redline. Low power output would result in slow climb and cruise but descent and approach would be normal. An airspeed indictor issue would affect climb and approach but I don't think anyone shoots for a specific IAS in cruise, just set the power and go. I may be way off here but it's the only thing that makes sense to me given the history of the flights previous to the accident. -
I disagree with the use of IAS mode for IFR takeoffs. The TO in TOGA stands for takeoff, I wouldn't want an airspeed issue messing with my FD while entering IMC close to the ground. Initial climb at positive pitch attitude with reference to airspeed of course. Once at a safe IFR altitude you can then transition to IAS or VS for enroute climb. I am interested to hear other's thoughts on this.
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That one is affectionately called "Rustang."
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Thanks, that's the flyable parts plane. His other one is in much better shape.
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Brown-Noser
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That statement only applies to a configuration where the GI-275 is a backup to a G500 or other EFIS.
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That's the page in the setup menus where the CDI disable is. As I stated before, the main purpose of the CDI button is to switch the main analog outputs. The GI-275 doesn't use that interface.
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Ok, that makes sense. I bet you still get auto switching because they are communicating on the Garmin protocol. The GI-275 can interface to multiple navigators so to avoid any confusion they want all switching done at the HSI.
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What was the reply on POA? I've read both manuals and didn't see any specifics regarding that setting. My GTN manual is a few years old now.
