Q The Engineer

I'm told yes from Roundtree. I'm planning on integrating my 530WAAS with the Century 41 using the factory HSI. If anything changes I'll let you know.

No, leave it where it is. The compressor discharge temp is used to keep you out of high cycle fatigue problems on the compressor wheel. The compressor wheel is aluminum and loses fatigue strength significantly as compressor discharge temperature rises. It's so you keep the temps out of the problem range when flying. If not, you can fail a compressor blade, send the failed parts into the engine and have significant problems. If you want to run your settings tighter for detonation control, I'd install a separate intake manifold temperature sensor if you have an aftercooler on the engine.

Thanks Vance, that's very helpful.

Thanks Paul, I pulled the PN's from Continental and have developed the upfit kit part number list. There are more components change (turbo adapter, fuel lines, etc.), it's a fairly extensive list. From my comparison the base engines are the same. I talked with Bob Minnis today on it and confirmed the base engine is the same. I'll work it some more before I make a decision. You're likely right on getting a 252 but I'd have a hard time getting rid of the 231. I've spent the last year going over the 231 from head to toe.

I don't have access to the Mooney drawings. It would be interesting to know. I'll ask Minnis the next time I talk to him. Thanks for the info.

It sounds like the fuel system pump and metered pressures aren't right. One way to check is to look at the fuel flow gauge when you are attempting max power and see if it's hitting the spec shared above of 21.3 to 23 psi. Also make sure your guys cleaned the injectors, not just looked at them as well as replaced the injector seals. Hobbs gun parts cleaner works great on the injectors. Carbon will build up on the spray holes causing the spray pattern to be poor leading to poor mixing. When your guys are checking the fuel system pressures, they need to measure pump feed pressure for the pump side pressure and metered fuel pressure minus boost (top deck) pressure. A lot of guys using a differential pressure gauge to measure the metered - boost pressure. You can also just use two gauges and subtract boost pressure from metered pressure. I hope you get it sorted soon.

I am not a Century 41 expert but I have one in my 231. Here's a copy of the manual I have. If you can't get it sorted I'd call Bill Roundtree in Anderson, IN. He's super busy so it may take a while but he's super good. One of the very few I would trust to work on mine. You can reach Bill on 317 688 6308. Century 4 autopilot manual.pdf CENTURY 41 Autopilot POH.pdf

I'll do some more digging. If I read that service bulletin, it looks like going from an LB to SB is legal. The base engine is the same. The major differences are the turbo, aftercooler addition, and tuned runner intake manifold and throttle. Thanks for the response.

FYI

I spoke with Bob Minnis today regarding TSIO-360 engine model conversions. Bob is a DER and the original Continental engineer that put the TSIO-360-GB into the J for Mooney creating the K. He was able to send me this service bulletin. My understanding is this service bulletin allows you to upgrade engine models with a log book sign off. See what you think. I'm thinking on upgrading my TSIO-360-LB to a TSIO-360-SB. M75-6R1 Engine Convertion Service Bulletin.pdf

Same on my 80k. It also had a blank on the left side of the switch row. I figured it was for a taxi light eliminated but never have been able to confirm.

Very possible.

I'm guessing someone changed a switch cover to an incorrect one, they are pretty fragile. On my panel the duplicate landing light is Prop De-ice. I've attached a picture. My K has two landing lights and no taxi lights.

Guys, It looks like the probes on my CDT and TIT are both belly up. I chased up the Mooney part numbers and a few alternatives. From what I could find KS Aviation offered a cost effective solution. I contacted them today and they aren't in production due to supply chain issues and aren't sure if they will go back into production. Does anyone have any alternative sources? Here's what I've dug up on part numbers: Description Mooney Part # QTY Notes TIT sensor 880055-505 1 Alternate part numbers Alcor 86309, KS Avionics A002C-30 CDT sensor 880006-501 1 Thanks a ton, Aaron

Thanks a ton man. My POH for N231NJ calls 80 gallons total, 72 gallons usable. I have the POH for N654JB and it calls out 78.6 gallons total, 75.6 gallon usable. I have the POH assigned to Don Watson of Continental during development of the 252. It's a 231 POH and it calls for 80 gallons total, 72 gallons usable like mine. I have another POH assigned to Don Watson during development of the 252. Its a 252 POH and calls for 78.6 gallons total, 75.6 gallons usable. So I have 2 each that agrees. It makes me wonder of the 231 tanks were measured again during 252 development generating the second set of number? Does anyone know? I can't imagine the tanks are actually different. When I get a minute I'll check part numbers on the wings between the two. Thanks for everyone's help. M20K-POH-N654JB.pdf

Cool thanks Dan. I just checked the POH and it calls out 80 gal total, 72 gal usable. The wing placards say 36 gallons.

I may have screwed up. I'm reading the POH now and it calls out 80 gallons, 72 gallons usable. The fuel level is above the flap quite a bit. I fill it to the tank flapper which is about 1.5" from the top of the wing.

My 231 calls out 36 per side. We drained them and filled at the pump confirming 36 gallons.

The sticks I've tried have more wicking than yours. I plan to try a hardwood dowel next. Thanks for sharing.

Thanks Don!

Thanks!

Thanks a ton Mike, I found it. What are you using for dowel material? The paint sticks I've tried wick the fuel up and you don't get a clean fuel line on the stick. Thanks!

Hi Pete, it has them, I just don't trust them yet. I want to use a dip stick, check the wing gages, and check the instrument gages for consistency.

Great info.

Guys, Has anyone found a source for a 36 gallon tank fuel dipstick for a M20K? I've been working paint sticks and I've not been happy with the wood sticks available. I can't find any that are absorbent enough to provide a reliable mark on the stick. Has anyone found anything like the J-Air dipsticks available for 172's? Thanks, Aaron