231LV

the Century 41 is a sweet AP and does everything I want it to do....of course, you have to know when to punch the approach button for it to capture and fly it ....my only complaint/worry is it is original.....41 years old and I am expecting to spend some money on it in the near future...was just trying to think ahead but really believe an overhaul is the best course of action rather than a full replacement.

I agree and do the same...no turbo cool downs on the ramp....I like a nice let down from 16k ft....turbo is as cool as its going to get at touch down

Thanks all...after reading the old threads (2013) and seeing some comments, I think I want to stay with the Aspen...it is a nice box and I am fairly capable with it. The Century still works (and it is a really nice AP) and it seems my best option would be to have it overhauled/rebuilt rather than scrap it for an Stec. I have to keep my vacuum system for my speed brakes so really, the second Aspen would knock out some more steam gauges BUT I like the VSI and T&B coordinator gauges so they would stay and I have my IPAD for map/plates. Once my steam gauge AH goes TU, I will have to make a decision on overhauling it or going in a different direction....I guess, after thinking this through, I don't really need a second Aspen right now....I have my Garmin 430 WAAS tied to the Aspen PFD and a KNS 80 as a secondary approach backup (which is on its last legs) and most importantly, a wife who wants a new paint job more than an updated panel...decision made!

My Century 41 is 41 years old and though it still works, I am considering adding to the Aspen 1000 PFD with an upgrade to the Aspen 2000 Max and eliminate the steam gauges. I am anticipating replacing the AP sometime in the near future but the GFC500 is not compatible with the Aspen, as I understand it. I am wondering what other K drivers may be using apart from the GFC500?

My wife and I are planning some trips up to North Dakota this summer for family visits and typpically fly in the higher teens and flight levels. I'm just wondering what other owers do flying their dogs up at higher altitudes? What kind of O2 requirements would be required and how do you get a mask on them?

yea...the points you make regarding the higher costs and more importantly, the higher stress (my wife struggles with muscular dystrophy which is one reason for her dr visit and she doesn't need additional stresses on her) is why we will use Sugarland Regional....less hassle and easier....and a bit less expensive

The Dr office is in the Museum District near the Zoo

Doctors appointment...depends upon weather, frankly. We were planning on continuing on to New Orleans, then up toward Tennessee to visit friends but if it's raining, it may be a quick turnaround of a day or two...

My wife and I are traveling to Houston next month and it looks like Hobby is the closest to Downtown (our destination). Sugerland is also a possibioity. Any thoughts of a good FBO at Hobby or is it an airport best avoided for GA?

I have GAMI's...absolutely as they allow you to run LOP

Like most others (but maybe unlike many others) My plane originally came with a GB and fixed waste gate bolt and an intercooler. The CA was around 16k ft. I worked to keep the hottest jug under 380 degrees mostly running LOP. When I changed the engine out, it went to an LB with a Merlyn...now, my hottest jug runs around 320 degrees and the engine easily gets me into the flight levels. Bottom line, the GB needs to be switched out so budget accordingly...and for sure an intercooler must be attached...I do like the Merlyn as it greatly enhances my CA BUT it comes with as high or a higher workload...

steve vaught out of Payson KPAN CFI and CFII....stall tested my M20K when stall strips were re-installed...he is a 20,000 hour Southwest pilot and a nice guy...928 970 2402

OK...as a followup for anyone else experiencing something similar...turns out the master switch connection appears to be the culprit...lose wire BUT if it persists, a replacement master switch will be necessary since my mechanic found a lose pole on the switch...still, after he re-tightened the wire, he could not get it to fail so that's a plus....all other avenues were explored and eliminated...this was all done during annual...

I guess you and I see it from two entirely different perspectives....doesn't make me a naysayer or you a pollyanna...just two different perspectives....

Putting a turbine on the nose of a Mooney requires a near complete redesign....first off, it has to be pressurized since turbine operations are almost always in the flight levels because they are far more efficient up high. A turbine puts out much more power than a Continental or Lycoming so the mounting system and airframe has to be beefed up to handle it. The cost of a turbine exceeds (by a huge amount) a Continental or Lycoming as does the hourly fuel burn....There are already new-design Turbines on the market and all exceed the million dollar threshold so all in all.....it would be impractical.

budget on an engine overhaul doesn't really exist...closer to an estimate....of course, the final cost came in higher than I had hoped...more worn out and broken parts raises the cost. A reman would definitely have been faster...simple swap out but I kept my crank which was solid....

They did a great job...but it took twice as long as they estimated...about 4-5 months.

I just did it last year... Ly-Con did the overhaul to factory new specs...TSIO-360 LB...all in it cost about $55k....Ly-Con is one of the top engine overhaulers in the country...Continental Reman was $53k....new Continental ran closer to $63k IIRC...if I wanted Rocket performance, I think I would look at a newer design like Lanceair....

correct....which is why I am wondering what settings he is using to get these speeds cause these are way higher than what I am seeing...I wouldnt fly at 21k ft with 2700 rpm because that setting yields a slower speed than 2500rpm. I guess I have to go up to the flight levels and try some settings. I just don't get anywhere close to those speeds at the altitudes he shows...

Wait...you get these speeds flying an M20k with a TSIO-360-LB engine running 75% power ROP at these settings at these altitudes? I get nowhere near the speeds you are seeing in my newly overhauled TSIO-360LB with full power at 2500RPM...if these speeds are correct, I have a seriously slow airplane!

Voltage is steady on at 13.8v....only amps popping around

will do....thanks

Sorry...couldnt think of a more appropriate word....the output would show -9 then +15 then -2 then +11 then -4 and so on and so on...

Just took a flight and noticed the amp output on the JPI 900 jumps from -9 to +15 amps and everything in between on every cycle. Voltage holds steady around 13.8...maybe hits 13.9v then drops back to 13.8v. My gut tells me this is not something to monitor but wanted some input from other 231 drivers regarding what they typically see. Am I missing a problem developing?

?? HIs highest CHT is 371...nothing wrong with that. The strip gauge you are likely referring to has the JPI showing exact temps in another photo...