OR75

just to restate the obvious: I am almost sure you have an auto trim with an S-Tec 55x. If you disconnect the A/P using the yoke button, is the plane in an out of trim condition ?

not the alternator. the alternation would be working or kaput. not intermittent. my bet would be on the alternator belt tension, or a connection or the VR

Zeftronics R1530B is a drop in replacement for the OECO with the same steel cannon plug. PMA part. Not too expensive for an aviation part.

Weldon8163A if you need a bew one. on the J TCDS.

are you sure it is the pump ? The pump is under the pilot feet below the fuel selector Close the fuel selector, let it sit for a while and see if it still smells fuel. I am betting on a leak behind the side panels, or further in the wing that seeps back toward the cabin. Don't ask me how I would know that.

agreed. in theory, it can be a one person job. in reality, someone needs to be playing and taping on the pedals while the other person pushes fluid up the system.

the shop may keep the old indicator and KX and that may be worth something. i am still curious about what the final bill will be.

Tim, that is not a bad deal ( if that includes the installation price, does it ?) However, be aware that in the next few years , you will have to have WAAS onboard. other consideration: you may want to check whether TSO-129A1 (GPS approved for en route and non precision) can still be approved ( so that you can file /G) but I know current installs are ok but I believe reading somewhere that the FAA does not grant that anymore.

i had an FMS5000 Loran and it worked great till someone decided to turn off the signal. The Star 5000 is a slide in replacement to the FMS 5000 and is a great GPS ( no map) you cannot update the database anymore, and it is not supported by Sagem anymore. but those units are very sturdy and make a great VFR GPS. the internal battery is very easy to change even if you are just OK at soldering. You probably can hook it one way or the other to an AP, but , IMHO, not worth the $$$ and paperwork. You may want to check whether the install will allow you to file /G.

what is wrong with finding a wind calm day and checking against GPS GS on take off ? not very accurate but 5 to 10 knots should show. find a passenger to read the GPS while the pilot read the ASI

start with the most obvious .... make sure that the jacks connectors are tight and snug. The tend to come loose and loose grouding will tend to create static. Doubt this is it but never know.

you will easily get it once you have to cowling off those big washers come in different thickness

mounts change is straightforward at engine change.

can you describe how you changed the mounts (not the shims) ? did you hire a contortionist ? Are you thinking about STC'ing your cowl fix ?

doubt you can do something without a hoist. picture of the shim between the AN bolt and the rubber mount. Those are Mooney parts and exist in different thickness the top are easy to get to. bottom ones are a pain in the bottom !!

FWIW ... 3 reasons for the spinner to look sagging: old crushed mounts shims cowling moves up in flight shimming is very easy to do once you have the tool to lift the engine. The most difficult is actually to have the right thin enough wrench to be able to re-torque the bolts. I heard the bottom mounts are a pain to replace. some replace the camlocks to rigid (non floating) to prevent the cowling from moving in flight but I don't like that option.

myWingman would be a very separate issue (the navigation App space is very clutered resulting in already many good product offerings for pilots - not for aircrafts - ). Any computer wizard can develop a navigation App and the FAA does not have anything to do with it. Panel mount WAAS GPS is a diiferent animal and the lack of products should worry aircraft owners and the FAA as 2020 approaches. So far, only Garmin has one. (I don't know what the heart of the issue for approval is). If I remember correctly, Garmin has a WAAS-GPS because they bought the UPS system - GNS 480 - ??. GTN Ws vs GNS Ws .... really only the interface is different.

i won't disagree with you there. if the central valley is boring to fly over, plenty of good eateries usually with walking distance from the airport. Too many to list in here. Harris Ranch is one of them

I flew from the Bay Area to Vegas several times . I used both routes both ways (Yosemite, Mammoth, Bishop route and the Kern Valley/China Lake route) The Yosemite route seems more appealing for three reasons: it looks shorter and the for China Lake route, you are at the mercy of ATC to cross the restricted airspace R2505. My experience for both routes: Bishop route: - indeed more scenic ( the CA central valley is boring) - usually more bumpy especially as you cross some ridges past bishop - you can cross between Friant VOR and Mammoth as low as 10-11000 but there is no escape route. I have had as high as 55kts headwinds in that segment. Very smooth but i was not reassured. the crossing felt like it was taking for ever. - shorter route , especially if you are going to North Las Vegas - radar coverage is iffy. - not many airports on that route. pretty much the desert. China Lake route: - boring CA central valley, more scenic between Kern Valley and Las Vegas - you can cross R2505 if you stay above 10000, but you may be denied crossing. I was told once that I was the last to cross as military activity was starting. If you are denied crossing you have to go through the Trona Pass. GPS is really needed for that and it makes the route slightly longer. - airports are everywhere ( not many between Kern Valley and Vegas but it is flat mostly) -ATC coverage is good but you will loose contact before vegas and the last few miles will be very busy between picking up AtIS and talking to ATC ( all in a few minutes) - steep descent into Vegas - ATC in Vegas is very helpful (especially if you know where the space needle is if you are landing at McCarran) -usually smoother ride ( except between Kern Valley and Vegas where it can be a bit bumpy) overall, I count more on the Central Valley route . But there will be times when the I will still fly the Owens valley. It will depend on weather conditions ( turbulence, winds aloft, Pireps), my mood and what my destination airport is ( central valley if flying to McCarran or Henderson), Owens Valley if going to VGT)

was your aircraft equipped with a Century IIB at some point ? the console is sometimes located there.

the right hand side ( avionics stacks) are rigidly mounted and do not vibrate the prop was very recently dynamically balanced and the place is overall very smooth. The engine mounts are not new but are in relatively ok shape. i am thinking about a rigid mount or "stronger" shock mounts from McMaster.

Despite replacing the shock mounts that supports the man panel of my J model, the panel still sags. The $$$$ solution would be to replace the heavy "steam" instruments with the likes of Aspen or G500. Not really an option for me. Anyone came up with a better solution ? More sturdy mounts ? Other ? I am using the right Lord p/n .

one more thing you may want to check: the CIIB " cannon style" connectors are knows to loose electric contact. disconnect the connectors and make sure the copper jaws inside each pin are not too separated to make electric contact. you will see what i mean when you look at them

why is the segmented belly such a pain to take off and put back ? because over time, mechanics just force in whatever will keep the panels in: machine screws, sheet metal screws, tinnermans, oversize the screw , who cares, just need to close the panels as quickly as possible ! find a long weekend to take off the panels , clean them well and put the right screws, tinnermans, etc ... as per the parts catalog .... do not over tighten , snug is all you need. the next time you have to take the panels, it will be a breeze. just make sure you tell the mechanic you want the panels put back as they should be. personally , i had rather putt them back in myself.

Have you considered replacing it with the RC Allen 2600-3 ? I don't have one, but I am thinking about it to replace my T/C. On the plus side: glass feel to it very light and not deep ( easy on our heavy sagging instrument panels) FAA approved replacement to a T/C On the minus side: about $2700 + install