tomatl

I am the proud owner of a 231. It is a wonderful airplane - but I would not buy one with a GB engine without the necessary upgrades. Mine has the LB engine and the intercooler, waste gate, GAMI, etc. upgrades. It runs relatively cool, and has great climb performance. The turbo is definitely a plus. Still, even in this configuration, I would expect mid-time cylinder and turbo replacements, which mine had done before I bought it. What I don't particularly like is the fact, that takeoff is not with full throttle, which takes time to get used to. Sent from my iPhone using Tapatalk

On my K 231 I have a three-blade prop, which gives nice glide control due the increased drag at low rpm. Do you have a 2- pr 3-blade? Sent from my iPhone using Tapatalk

Thanks, I'll share it with the mechanics. Mine does currently not have any cooling line like this going to the alternator. Best, Tom Sent from my iPhone using Tapatalk

Thanks, I‘ll check with the shop. A picture would be great. Sent from my iPad using Tapatalk

Can you elaborate which "cooling line" you are referring to. Sent from my iPhone using Tapatalk

Seems to best option is to get all new/refurbished coupling and let the mechanic deal with it. When taking the alternator off, another problem emerged. Some of the safety wires inside the engine appear to be broken and need to be replaced. (The engine itself has no sign of problems.) Anyone an idea of what could have caused that? Sent from my iPhone using Tapatalk

These were all the parts that where on the drive. The small gear, as much as I (or the mechanic) could see, did not have a polymerized part or surface to it. Sent from my iPhone using Tapatalk

Here are some pictures of the alternator that is installed in the airplane. It is still not clear to me (or the mechanic) where the polymerized coupling is that may start to slip. Maybe I am slow, but could someone please explain. Thanks! Sent from my iPhone using Tapatalk

Thanks for the advice! I brought her home with Master OFF but on mine tach or TIT gauges, for example, don't work then. More importantly, I have next to the Aspens no backup airspeed indicator. I would not mind in cruise, but for T/O and Landing, I want a bit of a cushion before losing primary instruments. (The Aspen Emergency Backup Battery will last for a while though.) I am generally more on the conservative side and don't take off on shorter runways when something feels odd.

Thanks everyone!

Thanks! I tried to do that today (flying with Master Off to the MSC). On takeoff, the plane did not seem to accelerate properly so I abandoned the plan and put it back into hangar. I hope it's not the "cotter pin and nut into the engine" scenario elaborated here. Definitely in need of a good Mooney mechanic in Western NY. Sent from my iPhone using Tapatalk

Thanks everyone for all the good advice. If possible, I'll try to ferry the plane over to the MSC who installed the alternator and will report back as soon as I know what's going on. Sent from my iPhone using Tapatalk

Where in this schematics is this bushing that sometimes is not correctly installed? Sent from my iPhone using Tapatalk

I get perhaps 13.5 max when everything is working. Sent from my iPhone using Tapatalk

Thank you! The installation of the alternator was done last year at a MSC but I did not have good experiences with them in the past. A faulty installation would not surprise me. Sent from my iPhone using Tapatalk