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About Warren

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    Advanced Member

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  • Location
    Denver, CO
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  • Model
    M20K 231

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  1. Yep. That was my first thought. How can you possibly co trip the depth that accurately on a panel that will never be perfectly flat. Solution: use a cutter that uses the panel surface as a guide for depth. Works amazingly well. Here is a picture of text done this way.
  2. Some powder coat a white base, second layer with a colored powder coat and mill the letters to expose the white.
  3. Here is a picture of the dual light. Strobe light around perimeter and Nav light in the center. Second picture is the strobe power supply mounted to the access panel in the fuselage. if yours had a strobe power supply and the strobe lights there should at least be screw holes and evidence of removal.
  4. My 231 - 1985 model - If I recall correctly, there is a white nav light and a strobe bulb. In the parts manual it is called out as a nav/strobe assembly. I will be at the airport tomorrow and verify if it has a white and strobe light. I know there is a strobe power supply mounted to a side access panel at the rear of the fuselage as mentioned above. According to the parts manual, the aft wingtip lights started with the 252 series. That would imply you do not have this and would require a rear white nav light. My 231 does not have rear wingtip lights.
  5. 1986 and the 252 were the first factory intercoolers.
  6. Front Range Flight School does their own maintenance as well as work for others. They were very helpful with a quick flat repair for me earlier this year. Contact Information: Brian Eaton Front Range Flight School 720-982-7263
  7. PS Engineering seems to be the general consensus. Paul has the 450 and I couldn't believe how nice it was to listen to ATIS and traffic at the same time. With the audio being split left to right you can choose where to focus. I have the 8000BT. Probably about 1k lower cost and still a great unit. Has bluetooth but no USB and hard to distinguish more than one audio source at a time. I am also at BJC if you want to see and hear what it sounds like. It all comes down to money. The 450 is a great unit, has more features and costs more money. One may be in my future but not at the top of the list for my next steps.
  8. I made the decision to buy a 231 based on the price being lower than a 252. Here are a few thoughts and some of the differences I think are most important. Nothing about avionics listed as there are many other sources for this information. 1. Intercooler and Merlyn Upper Deck Pressure controller. With the upgrades to add an intercooler and an upper deck pressure controller you significantly close the gap to a 252. Still have to manage boost pressure manually (becomes second nature after a few flights). I know intercoolers are still available for about 10k, not sure about the Merlyn controllers if you buy one without these. I believe both of these should be mandatory upgrades on a 231. 2. Encore Upgrade. The 231 doesn’t have the option to upgrade to the Encore. Mine is partially upgraded to glass, has the backup vacuum removed, went to a MT prop (15lb lighter) and has a useful load of 920 lb. Knowing the Encore is rated almost 200 lb heavier with the same wing and 10 additional hp gives me comfort loading up to max gross weight with no concerns. 3. LB Engine. As stated above…the GB engine is less ideal than the LB and requires more conservative operation. There are also some 231’s that have been upgraded to the MB engine which effectively makes them a 252 with a 12V system. 4. 231’s are all 12V and 252’s are 24V – many, if not all of the 252’s, have backup alternators while the 231’s need an aftermarket add-on if you want this. There is some safety redundancy here. 5. The removable rear seats in the later 231’s (guessing approx. 1982 forward) is a huge convenience. I can put two road bikes or two mountain bikes in my plane with the rear seats out. It takes about 2 mins to remove the rear seats. Good luck with your search. If you can afford a 252 or Encore they offer more performance for more money. You will have to determine what you can afford and the best “bang for the buck” tradeoff’s.
  9. It is actually a problem in jets that do not have enough vibration to reliably overcome the static friction to ensure smooth operation. Some mechanical instruments had vibration built in. Quoted from some random information I found on the internet. Standby Airspeed Indicator and Altimeter Caution - Whilst standby airspeed indicators and altimeters provide vital information in the event of failures to digital air data systems, they will not provide reliable information if the fault is within the pitot static system to which they are connected. In the event of a power failure, the internal vibrator in the standby altimeter may cease to function and the instrument may be subject to lag in the descent. It should, therefore, be tapped regularly to ensure an accurate reading.
  10. I agree with everything Paul said above. In my case I upgraded from a 480 to the 650 due to other constraints and the biggest thing I miss is the FMS approach to programming. One saving grace is that with Garmin Pilot you can update flight plans and push changes to the 650. Works pretty well and gives a much larger screen. I pretty much use the 650 for a legal IFR GPS source and nav/com unit. All my programming, traffic avoidance, maps... are done on the ipad and a GMX200. One more piece of information if you want to go down the Garmin path.
  11. I don't recall exactly where my critical altitude is -- mine has the Merlyn upper deck pressure controller and intercooler upgrades. I think it is about 20,000. I don't play much above that level because I am not a fan of the oxygen masks -- it takes a really good wind to make it worth it. Most of my time is FL190 or lower and I can still easily make full power at these altitudes. Guys like @gsxrpilot have more experience at higher altitudes. Maybe he can add some here -- he also as the 252 vs my 231.
  12. Do you have a older JPI? They install a warning light in the pilots view. That is pretty close to where my light is for my JPI 700.
  13. Its a shame it doesn't have a little more horsepower for takeoff. My M20k would be pretty lethargic taking of at full weight with only 75% power. The gross weight might have to be decreased to meet the climb performance requirements. Especially at my airport with an elevation of 5673. However, it should have more torque and that, with a more aggressive prop might still work. The range would be amazing with the extended range tanks and the cost to fly would be significantly reduced as long as the engine is priced reasonably. I can't wait to see how this goes and what you find for climb performance.
  14. Did and Angel Flight with medical supplies today. It was great to have a good excuse to go flying. And, I got some unplanned exercise. Apparently they don't bother to plow the snow in all the areas of the airport during a shutdown -- this is at KBJC, a class D airport! I had to move some drifted snow and clear about a 50' path to thinner snow that I could taxi over. Beautiful blue skies with a little wind and few bumps. More snow in the Denver area than in Gunnision. Flew home near Leadville (Lake County) airport. It is about 25 miles up the valley from image 1958 (pretty close to center of picture). I have already checked that one off the bucket list so continued home.
  15. Should not be related as the light bulbs are not part of the sonalert circuit. And, the lights are wired directly to the battery and not through a breaker panel so they are available then the master is off. Here is a bigger picture of the wiring diagram showing the lights in the ceiling panel as well. The ground from the gear horn is used for the ground from the lights and the power is supplied from the battery through the same feed as the clock. The autopilot sonalerts have no connection and should not be affected but this circuit. Especially if only the bulbs were removed from the lights and the wiring was left in place. Access to the bulbs is from the light covers and not related to the sonalerts.