231LV

I would take a Strobe lite and Prop heat switch...I would also like a prime switch but don't see one

Recently, I was doing some practice work under the hood and noted my FF on the split gauge was reading a couple gallons too high as my JPI 800 showed the correct FF. On my way over to my mechanic for a quick cowl check of the newly overhauled engine, I noted the FF to be reading over 30 gph with MP at 35 inches and then it started oscillating significantly. My mechanic initially thought it might be a grounding problem but could find no obvious breaks or disconnects. He now believes the FF side of the gauge may have died and will need to be overhauled. He was going to check but generally remembers a quote for another Mooney pilot of around $1700 and about 6 weeks. If this is the case, the question is now whether to spend the money for an overhauled unit or take the opportunity to upgrade more of the panel to glass readouts with a JPI EDM 900. My first question would be does this quote for overhaul sound realistic? How about a straight replacement unit (if one could be had). Is there a less expensive way to go here (I don't think so but maybe someone smarter than me knows) I have done some preliminary checking and it looks like a trade in of my JPI 800 plus the rebate gets the price of a unit down to around $3500 but replaces all of my engine management gauges so no more worries with 40 year old steam gauges. I'm leaning toward upgrading but would like to hear opinions for and against. Thanks

I live here and have my 231 sitting in the hangar looking for a reason to fly...home now from a trip so if you are game, call me 925 989 0998 and we can do a Grand Canyon flight seeing tour

Also, as I recall when I checked into this several years ago, the cost to go from the proper serial numbered 252 to the Encore was around $40-$50k which reflects the difference in price between the two. Never having flown either the 252 or the Encore, I can't speak to either plane but my 231 is a great cross country traveler at a considerable cost savings. With the upgraded LB engine and a Merlin waste gate, the 231 really only gives up useful load to the 252 and Encore.

Perfect...exactly what I needed...Thank you!

Thank you...this is what I thought I had read, as well. The engine went in as a GB but is being overhauled to an LB

Hi Guys and Gals I have a quick question which is being asked by my engine overhauler. Does the M20K come with an STC for pressurized mags or was this something installed at the factory? My particular plane is a 1980 M20K and after searching through all my records, I cannot find an STC for pressurized mags.

Like Kortoplates said, the only engine upgrade available for the 231 is the LB (assuming you currently have the old GB)...otherwise it's not an upgrade, just a straight across LB to LB.

first choice; 252/Encore ....second choice straight 252...third choice 231......with the mountains, you will really appreciate the turbo especially with family....no circling to get enough altitude...straight climb up and over...

no I didn't ...unfortunately.....I was focused on FF and MP plus flying the airplane....my sentiments, exactly......time to put this all to bed......I have one flight on the engine left and that's the 20 minute hop to the mechanic for the removal

I don't have anything like that....sorry

For those interested, I took the plane up this am for a quick turn in the pattern. The airport is at 4500 ft ....DA was the same since the air was still pretty cool. I used full throttle on takeoff roll ignoring the JPI (which claimed 136%hp). Normally, I am unable to use full throttle due to overboosting so I self limit to 37 inches MP....best I could get with full throttle was 37 inches so yes, there must still be a leak somewhere. Also, FF looks to be around 36 gph! Wow! I'm getting ready to send the engine off for overhaul at Ly-Con in CA; the exhaust system is going to WI for overhaul at Dawley, I'm purchasing a Merlyn waste gate plus having hoses, engine mount, intercooler serviced or replaced plus the accessories (vacuum pump) overhauled...alternator is relatively new as is the starter....3 to 4 months is the estimated down time from Ly-Con. When it all comes back, this should all become a distant memory!

excellent suggestion!

Yes, I understand what everyone is saying.....what threw me is I don't believe the mechanic in CA touched the JPI so why is it so far out of whack? Why is FF so much higher now than when I flew to CA as he didn't say anything about adjusting FF? I will run out to the airport and do a full power takeoff and ignore the JPI and follow MP only.....my intercooler engine should easily make 40 inches MP at full power (although I limit it to 37). I don't think the turbo is the problem as it was checked and pronounced OK. The weld should have fixed the exhaust problem and the new clamps should have solved the multitude of induction leaks which were found. That really leaves the PRV which the CA mechanic did not repair or replace but simply "mucked with". He said he saw it opening prematurely and when he held it closed on a full power run up(not very fun, he said), and he was able to get full MP and 2 inches beyond or 42 inches....BUT, he told me he wasn't sure it would hold although it held during a couple of subsequent runups.........I spoke with my local mechanic and we are trying to decide whether it's worth simply replacing it now...even though I plan to "down" the engine for an overhaul in the next few weeks...as he said, we can always take the new one off when he sends the old engine out for OH and put it back on when the OH engine comes back....assuming the OH engine doesn't get a new or OH PRV....waiting to hear from the engine overhauler on that question...

Thanks guys....it is definitely NOT putting out the power I have seen in the past. I flew today and had full throttle at 9500 so clearly, I am losing pressure somewhere. The CA mechanic stated that he checked the turbo and it looked fine. I'm betting the PRV is opening prematurely (which is what the CA mechanic saw when he ran the engine up on the ground). It also looks like the exhaust residue is quite dark...almost black which would lead me to believe its running really rich.....the ff is way high with full power...over 25 gph......

OK...just to close this thread off...or maybe not since I do have a question.....the plane came home yesterday and all ran well....the mechanic was satisfied with the weld AND replaced the clamps in the induction system plus "mucked" (his words, not mine) with the PRV on the induction system. All this brought the MP back to where it typically sits however, (and this is where I need to advice of the smart guys), on takeoff power, I found the JPI 800 showing 100%hp at 30 inches of MP....typically, I would see 100% hp on the JPI at about 37 inches (I have an intercooler on the engine so I have to limit the MP 1 inch per 10 degrees or 3 inches total)...I'm initially thinking I need to recalibrate the JPI hp constant which I will do today. If that doesn't work, then, thinking this through, I'm struggling with why I'm seeing 100%hp (on the JPI) so much earlier than I normally do? There is plenty of throttle and the engine acts as if it is turbonormalized with me controlling the throttle as I climb and limiting the MP to 30 inches all the way up. By the time I hit 17.5k ft yesterday, I was showing a bit less than 24 inches with throttle fully in running 2500 rpm LOP...hottest cyl was 370 and 1610 EGT...10 gph....I was seeing 175 TKTS...with a GS of 185 kts

Yea....discussed with the mechanic and since the plane is not at my home base and I am planning a replacement engine this year, I'm electing a quick fix to get it home with an anticipated exhaust overall when the engine comes off. The mechanic said he would recommend an entire overhaul just to be safe but felt a repair was good for 50 hours or so...

Yes I do....nothing abnormal at 17k or for the entire trip...

All is good...no worries.....#5 cylinder....mechanic says a week or so, assuming the flange and failed area can be welded...otherwise, a new pipe....yea, definitely will revise my takeoff scan....

yea...pretty easy to think what "should have been done" ....between watching the runway , slowing increasing throttle, applying slight up elevator, I was airborne before I registered that the MP was abnormally low...FF was normal.....left turn to base and "boom" the power drops...request a return to landing with a rough engine.....turn to land and touchdown...total time elapsed.....maybe a minute or two max......the problem did not present itself it a way that was obvious or I obviously would have discontinued to takeoff roll.

It sure looks like you are right!......Either way, the compressed air wasn't getting to the cylinders....thanks for the sharp eye!

Followup to the original problem.....well, I should have guessed the cause of the problem as a mechanic at the field where the plane is sitting guessed it right away before even opening the cowl...induction tube popped off. In thinking back through the sequence of events, it pointed to a sudden loss of induction air when the engine sagged across the board. No specific problem noted on the JPI and a lower than normal MP while at 17k ft. The induction system must have developed a leak during the previous trip causing me to see lower than normal MP and then failed with full power. I was fixated on a turbo failure or a low compression cylinder. Lesson learned...I need to think through the basics of what causes an engine to make its power before moving to the more esoteric stuff. I'm waiting for a repair estimate but included the pic the mechanic sent me.

Hadn't seen the thread but glad it all worked out well for Eric....my situation was not nearly as dramatic and basically a single turn in the pattern....I will post what happened after hearing from the mechanic.

Nope...28...typically, I have to pull back the throttle to 37 inches for the intercooler and avoid overboosting....that was my first warning that something was way wrong.....as I rotated, the power remained steady at 28 so I started figuring maybe a turbo problem which is when the engine suffered a severe power reduction which I corrected with what little throttle I had left. Everything on the JPI looked normal...just dropped across the board as if I suddenly pulled the power back. Things happen pretty quickly and I was fortunate that I was on downwind at about 3k ft....easy decision to return

yes...JPI 800...Unfortunately, the JPI (with the data) is in CA and I'm in AZ...