Steve Dawson

Again, DG is the Alex Jones of aviation. He needs to make money to pay for his lawyers.

Gryder does have a nasty personality and he reminds me of the aviation version of Alex jones but more important how are the other passengers and the tree? Where did Gryder get the money to fly this beautiful plane since he's been ordered to pay $1.1M?

Just my thoughts: Something not mentioned is your resale value when you want to change aircraft or move out of aviation. For naturally aspirated aircraft a J may cost more but will hold its value much better than the earlier models, plus you have all the improvements (speed and efficiency) of that model. An Ovation is nicer and holds their value but the purchase cost and maintenance are higher than it's older cousins. Great aircraft and holds its resale value too.

I bought my 231 last year with the Turbo Intercooler already installed and I have the Merlyn waste gate also. Even though my engine baffles aren't nearly as in as nice a shape as Jeff's I get fairly close CHT values (within 20 deg) as he does at all altitudes I've flown. The limiting factor has been ambient outside temperature although I'm running below 75% power. I normally run 65% and anything above 75% I have to keep an eye on the cylinders because they will start to rise to 380F. Then opening the cowl flaps will have to be opened. When climbing to altitude I have the MP at 35-36 inches which shows 16-18 GPH fuel flow at 700 fpm and roughly 120-125 KIAS. I could push it raising the MP higher but I'm afraid of hurting the engine because of not knowing what then actual MP pressure is with the intercooler increasing the density of the air charge into the engine. Perhaps with better condition or newer baffles I could get lower EGT's. I also notice that at standard temperatures + 10 I keep my oil temperatures around 180 or lower.

If you have a pulse oximeter try breathing in through your nose and exhaling through your mouth however purse your lips to restrict exhaling. This should help a little with O2 intake. This increases pressure on the membrane in your lungs to push O2 into your bloodstream. It works well if you're on a cannula. (Doctors feel free to correct) I've noticed as much as 6% O2 intake

Climbed to 14K once to get over some mountains in my J model. I used a portable oxygen system and a pulse oximeter to watch my O2 levels. WOT, 2500 RPM and lean to best power since you'll below 65% power and won't be in danger of hurting the engine.

These are similar ones I bought and installed to replace the non-working one. I had to cut off and file down the two plastic tags on the side. I haven't had any issues with it in the last 9 months I installed it. I did buy it off of Amazon though.

If you lived closer I would have bought both by now. I sold my sidewinder with my J. They're much better than anything else on the market and are worth ~$2100 new.

Thanks Lance Just checked and it's DOT 3HT and past the 24 years.

Hi Craig, Sorry for the delay, just checked the site now. It's steel and I'll take a look at the manufacturing date to be sure however I believe it's 2007 or 08. I believe that there isn't a time limit on steel cylinders and they have to be hydro tested every 5 years to be legal. The test with certification was done last month. Steve

I have a 77 CF Oxygen tank, recently certified (hydrostatically) available. (pictures available soon) $500.00 US Steve Dawson 519 589 7034 sdawson630@gmail.com

I have Oxygen regulator from a M20K 231 available with the altitude compensator. Good for rebuilding, parts or core value. PN 801896-00 and 801765-00. Asking $500.00 plus shipping. Steve 519 589 7034 sdawsonn630@gmail.com

I'd consider getting your IFR rating first and gather some good experience before taking kids and wife on a long distance trip. Talking from my bad experience, when other people are involved "get-there-itis" can throw out common sense and rationalization.

Just added more details of the actual part number.

Yes if it's not already overhauled

EDIT: for part number details Looking for an oxygen regulator for a Mooney M20K 231. Part number is 801896. In Mooney's parts manual it only refers to the complete tank/regulator and altitude compensator system so just need the regulator with the compensator Must be in good working order. Thanks Steve sdawson630@gmail.com

It sold awhile ago.

How much are you looking to see it for?

I have an UBG 16 also that came with my plane when I bought it. It works OK but is finicky. They are at least 15 years old. If you were thinking of something that fits in the same 2.25" hole, an Insight G2 or G3 will fit and they have significantly more information in that small format. http://www.insightavionics.com/bestg2.htm http://www.insightavionics.com/bestg3.htm I'm replacing mine with something that will enable me to replace all the primary gauges. Possibly a JPI 900, Garmin GI 275 EIS or the EI CGR 30P with possibly their combo CGR30C

Thanks but I was asking where your oil drain line drained into from your separator

From what I understand the RayJay turbo applications came from a diesel Caterpillar engine. They run for hours at reasonably hot temperatures so if an original part number (not Continental or Lycoming number but their source) I think it could be a start for finding a more reasonable priced replacement. That's if it's legal

jlunseth, Where does your oil line drain into since it's also a 231 K model?

I've owned a Bravo and have about 100 hours in a turbo Saratoga, The Bravo flies nicer and has better controls but is definitely weight bound. The Saratoga is the SUV of planes though. Used to have four guys with golf bags and carry on bags in the plane and fly on a three day golf excursion to Atlantic city from CYKF. The Saratoga or Lance has the front baggage area which will hold some of your "stuff" that would normally be behind the back seat. Plus your passengers would have lots of room to move around in the back seat. Plus there's a large rear door to get your passengers and cargo into rather than the only front door. Sure they don't look as nice and are slower but you can always paint it something cool and update the avionics to help it not look like a big minivan.

Thanks William, The oil filler tube is in front of the engine baffle so it's inaccessible for the drain.

If the OP doesn't mind that I'm using his thread for a M20 installation question: I just bought a M20 air/oil separator and will be installing it on my M20K 231. Where does the oil line drain back into? Is there anything wrong with having it drain into the back of the accessory case by removing the nut that's below the mags and replacing it with a nut with a barbed or threaded fitting? Thanks