Bob

The WiFi module is a separate unit and is connected by only 4 wires. Power, Ground and a shielded pair for the RS-232 communication. The Wifi Module most likely is tucked under the panel and possibly secured by plastic ties. May be good to locate it and check that the wire connections are secure and also check for proper shielding. If all looks good, you may want to download the software from the Lynx website. The Lynx NGT9000 stores fault codes that you can access with their software and should give you a possible direction.

Old thread, but curious if anyone can share more information on "adding APM (3 new pins on 37 pin connector)" What are the 3 pins? What is APM?

Yes to all, a tiny bit fast and also headwind. One factor is that I just had an annual and retracted the gear many times. I believe that may have weakened the aged warning horn. My next flight was to test the gear buzzer to see if it was working, without checking or toughing anything. It works and buzzes at 17 in, but is not as loud as it should be. Hear it well with the headset off, but have to listen hard to hear with headset. The buzzer issue is not the problem, but if working properly would have warned me early of my failure. Also is the buzzer fed to the audio panel? though

After having 800 hrs in my 231, came way to close to gear up this weekend. Not sure really how close, will not share the inch report from fellow friend/pilot. However he did immediatly inspect my blade tips and all is good! Factors: not flying enough lately, fatigue before flight, future workload & tasks on my mind, bounced around, avoiding storms and precip at destination, 15-25 kt crosswind with preferred runway changing every 5 min and a straight in approach. Destination airport frequented. Gump's check done early at 2 mile final with gear item left open. Rechecked AWOS on

I use a piece of tinfoil. Shape it like a little trough, wrap around something behind the filter, like linkage, brace, etc. Let oil run down the trough into a bucket. When finished, crumple up and dispose of. Caution, this may not work well on the ramp during a windy day.

Mooney never closed....It was just shut down for a special Chinese Holiday!

I had a similar issue A few years ago.. I would say 480 settings!

Wouldn't using the auto version be replacing the valve springs with a wrong part in the FAA's eyes? Porsche offered a engine swap to current PFM owners at the time. This was done to allow Porsche to get out and remove their liability. It was split 70K to Porsche and 30K to the owner and the owners basically ended up with an Ovation with a lower maximum gross weigh. When hurricane Charlie hit and destroyed all but 9 US and 2 Australian unconverted PFM's, Porsche destroyed all the spares to remove the rest of their liability. As far as using springs from Porsche for a 3.2 or 3.3 Turb

I thought about this in the past. Porsche destroyed all the spare parts including valve springs. So if I owned one, I would check into who makes valve springs for Porsche Race engines. Then have them supply what I need, for "owner manufactured" parts. However, another situation may, or may not surface. Can an A&P repair an engine, or replace valve springs, that they have never received training for?

After buying a zero time rebuild engine from Continental, I flew to Alabama to have Continental diagnose a issue. Part of the testing included bypassing the diverter valve, but only for a ground runup. I asked them if I could fly it while bypassed, for a test flight, and they refused to allow me. Now they are insisting that it be removed. AS USUAL NICE AND CLASSY CONTINENTAL!

I have a set of factory tools that I can lend out. I can send them out at the end of next week. PM sent.

You move so fast that ATC needed extra time to figure it out?

Looks like a cheap automotive clamp. Unfortunately after 35 years & many owners most our planes have a bit of wrong hardware.

The engineers and test pilots also have provided power settings for running the TSIO-360 at Peak in the POH. As we all know running at peak is not good! In the 231, if the engine is run above 55-60% at peak, according to the recommended POH power settings, the CHT temps will go well above 400. So I would have to say that the 1980 POH recommends running it in a way that reduces longevity. Remember the POH also suggest running the engine with a maximum CHT of 450. The POH was influenced by marketing rather than longevity, in my opinion! Remember 231MPH is 201Kts, breaking the 200 barri

If I knew you were doing a airplane selfi, I would have left the cover off. Tom, nice chatting today, hope to see you at OSH!