N231BN
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Everything posted by N231BN
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Familiar?
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Just renewed mine at same price as last year, $1,693 for 80k. A few years ago it was under 1k.
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Thanks for posting the link, my phone wasn't behaving last night.
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That's correct, you remove the primer nozzles as well and just use the injectors for priming. The prime switch remains which just runs the boost pump on high. Search for CSB19-01A and see for yourself.
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Perhaps you are referring to CSB19-01A that removes the diverter valve for the priming system.
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Most likely a sender issue, not uncommon. -
I took the dimmer wire off the nav light switch and ran it to ground through a mini toggle labeled "Day/Night", this way I can run the Nav lights full time if I wish and still see the gear lights.
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The pictures OSUAV8TER posted are from an aircraft that already had Whelens so the hole pattern was the same. With the Hoskins lights you need to fab a new adapter plate, in this picture you can see where the original screws are in relation to the new position of the 650E.
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It doesn't have anything to do with hours, the more pilots that fly an airplane the higher the chance that one of them makes a mistake. Remember, half of us are below average. Hypothetically.
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Hypothetical answer, let's say one in every four Mooney pilots has an incident. That airplane now has a much higher chance of getting damaged.
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I'll try to remember to take some pictures tomorrow, the 650e needs to be tilted down a little just like a later Mooney with Whelen strobes. I installed a set in an '06 Ovation as well and they dropped right in with just enough clearance.
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Are you replacing the Hoskins in enclosed wingtips? I don't remember when the 201 went to those tips. I put 650E's in my 231, I had to make an adapter plate that shifted the holes around to keep them from contacting the lens.
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That tach uses the p-leads and is listed for M20K 25-0447 & ON. It has a single input wire that is connected to the p-leads at the ignition switch via isolation resistors. My 231 has a similar P/N that is inaccurate below 2500 rpm but I have a cheat sheet stuck on the gauge for corrections.
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Three screws on top, three underneath, two on the outside and the whole panel slides back. It depends on how thoughtful other mechanics were when adding wires for additional equipment. I can get mine back about 5-6 inches which is enough to work on the CBs.
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It's really not that complicated, the CB is there to protect the two 10-gauge wires running to the CB switches as well as the copper bar that connects them.
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It runs the line of CB switches on the bottom of the pilot's panel.
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When at peak EGT or leaner: 8.5:1 Compression ratio = approx 14.9 hp/gph 7.5:1 Compression ratio = approx 13.7 hp/gph
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Anybody with Surefly installation experience
N231BN replied to kmyfm20s's topic in General Mooney Talk
As long as it is on the battery(hot) side of the relay.- 82 replies
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- ovation
- 24v system
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Which Garmin dealer installed a GNX-375 with old RG-58?? A Garmin GDL-50 or 52 can verify your system using the ADS-B Compliance function in Garmin Pilot. As stated above, a function test is all that is required.
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That is what I was referring to, the only reason to keep it low-compression is to run 87 auto gas. The 160hp upgrade will pay for itself in fuel savings if you are running avgas.
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Honestly, the only reason to keep it 150hp is if you want to run 87 auto gas. Both the 160 and 180hp options will be more efficient and suffer less lead fouling. Lycoming Service Instruction 1070 approves both engines for 91 or 94 octane aviation fuel and you can get an STC to run 91 or better auto fuel in a high compression Lycoming.
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How much did Cirrus profit in making those airplanes? Serious question, just because the Chinese are selling airplanes doesn't mean it's profitable.
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Is a Mooney right for my mission? If so, which one?
N231BN replied to Pogamassing's topic in General Mooney Talk
A Seneca II or better is a good choice for those routes. A stock II will have a SE service ceiling of ~13k and they get better from there. The downside is those little continentals like we have in our K-models are just as expensive to OH as a big 6-cylinder. -
Is a Mooney right for my mission? If so, which one?
N231BN replied to Pogamassing's topic in General Mooney Talk
Pull out an IFR chart and look at the MEA's on those routes. Even a NA twin is questionable in certain areas when flying IFR due to SE service ceiling(except Colemill P2 Baron). A reasonable route to Denver is via ABQ which adds 120nm but has friendly terrain. I agree with Paul, a 252 would be great for the mission if you don't have a hard schedule to follow. -
The following items would need to be installed on a Bonanza assuming it has the newer (early 90's) titanium panels: Both main pumps Dual windshield pumps TKS filters Dual solenoids LH mid wing panel Heated stall vane Control panel Furthermore, the aircraft needs to have the B&C Standby Alternator installed. That is not included in the 26k as the aircraft we were discussing already has it. Frankly, the cost is about what I expected it to be and could easily add that much value to the airplane.
