Steve Dawson

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

Do you have the manufacturers part number? Not the one from Continental. If you find it, there maybe some available from other sources

Doesn't Edison now have the STC and install the Monroy Long Range Tank?

Can't believe it took 10 days to sell!

That's too bad that you're so far away. I had one for my J and they are the best out there. Very good price

Curious:for anyone that may know or has experience, how would a lifter issue or am over length push rod on the intake valve effect on the causing a vacuum in the intake tract?

Just a quick bore scope, there is oil in the cylinder, the monitor showed normal considering it was an overhauled cylinder (within parameters and I didn't do an inflight mag check. What would that show that would link it to an oil issue?

This was done by a well known and respected shop that my mechanic suggested and who other shops used too, so I don't think, or hope they did a poor job.

The piston has been cleaned with the overhaul and has new rings as well. As far as a worn guide in another cylinder, it could be however the borescope shows that the valves have normal wear on them. It could still be the guide but I'm trying to put as many possibilities in a priority list first. I thought about the turbo check valve as well as a worn or bad seal in the turbo however the oil is only between the 1st and 3rd cylinder manifold.. The MP would be below ambient when idling or when pulling back during a descent as examples. As for any smoke I haven't noticed any but I haven't been able to have anyone look when it's started. Thanks Rich, I was also wondering if the drain on either #1 or #3 maybe clogged.

I bought this plane in May of 2023. Number 1 cylinder had always had oil fouled plugs. Leak down tests showed ~ 70/80 on all cylinders however #1 had air leaking by the rings. All the other cylinders were very good. (bore scope showed good on all cylinders except #1, It showed no cross hatch and scratches on the wall). Replaced # 1 cylinder with an overhauled cylinder and after a three hour flight the plug is still foiling. And just like before, there was also oil on the belly coming from the vent tube. NOTE: when removing the cylinder there was oil in the intake manifold between #1 and 3 cylinders. I believe this is where the oil usage is coming from. What would cause this?