N601RX

Yes there is another thread about insurance that started about a month ago.

Like many of the other owners here I prefer "smart maintenance" rather than a "open checkbook policy". But I would also think that someone who believed in an open checkbook would at least care enough about their planes wellbeing to hanger it instead of leaving it outside in the elements.

McMaster has a good selection of threaded knobs. You could also put a threaded insert in yours

The turn cordinator has a valve attached to the back of it that turns as the turn cordinator moves. In the center position it directs half of the suction to the servo in the right wing and half to the left wing. As the turn cordinator moves it directs less to one side and more to the other depending on the direction of the turn. Therefore it is very important that neither side have any leaks. The easiest way to troubleshoot this is to get a small hand vac pump for harbor freight or auto parts store. Disconnect the left side from the turn cordinator and connect the hose that runs out to the wing to the hand pump. Verify that by using the hand pump you can deflect the aileron all the way in one direction and that it doesn't leak down or it at least takes several minutes to leak down Then do the same for the left side. In addition to the servos in the wing there is also a set in the tail that are plumbed up in parallel If it is based on the gyro in the tail it still basically works the same but you will also need to be sure the 2 hoses that run back up to the trim knob doesn't leak.

Depending on the year and model there were 4 approved mounting places. Two in the tail and on either side just behind the firewall.

Is the part held together with rivets or Hi-locks?

Just offer to swap them some time in your Mooney! I've looked at renting a few times while traveling to interesting areas but few times I looked into it seemed like more trouble than it was worth.

AC 23-27 defines vintage as one with a type cert before 1980. It then states that newer derivatives of the airframe included on the same type cert is also covered. Who is to say they were not temporary unavailable when they were changed out 4 or 5 years ago? Was Mooney in production with any airframe 5 years ago? It also doesn't say they have to be unavailable, just "difficult to find."

Wheel bearing substitution with non Pma parts is legally permitted under AC 23-27 with a logbook entry.

Fast and cheap don't go together. I purchased a cowling in Hawaii and it cost me $700 for 4 week service. One week service was over $1500. Airlines used to also haul packages from counter to counter, perhaps that is an option if they still do it.

In 2002 or 2003 I forget which they replaced the traditional mechanical pump and injectors with a high pressure common rail configuration. Prior to this the engines were perfectly happy with preheated used French fry grease. Crank it on regular diesel and wait a few minutes for it to warm the veggie oil up to 180 deg and then flip the switch. Before shutting down flip it back to diesel and let it run for a minute of so. A coworker ran both his truck and car like this for several years. A couple of local dinners were amused by it and gave him the uses oil for free He had a filteration system at home to process it We have 2 of the Passats and they will both easily do 50+ on long trips. They will approach 60mpg if you set them on 55.

Speaking of efficiency and reliability I recently retired my 2001 Jetta diesel with 460,000 miles. It never had any engine work other than water pump and timing belts. Motor still runs fine, the rest of the car is showing its mileage. It's replacement is a vw 2013 Passat with a diesel. I purchased it sight unseen from 2016 Mooney ovation owner in Indy and drove it back to Alabama. I topped it off and reset the odometer and mpg before leaving Indy. When. I arrived home 600 miles later it still had 3/8 tank and averaged 52.5 mpg over the entire trip. Try that with a larger mid sized gas burner.

They may not have the ability to complete the tubing repair. If they were trying to decide if they needed a parts plane or not it's very likely they don't. Another possibility depending on the size of the shop is they know this is going to take a lot of time and will essentially stop their regular customers normal flow of work through the shop. I would want to know that the tube repair had been completed correctly before spending any additional money on the other repairs

There are very likely mechanics in your area who have a day job but would be happy to come by after work for a quick CASH job. It's easier to get these guys to come by is you have basic tool so they just have to bring themselves. Cleveland publishes detailed manuals on how to take the wheel apart and replace the tire and tube.

Here is the case I mentioned above. You can find horror stories online from some of the owners who had work performed https://www.justice.gov/usao-edpa/pr/airplane-repair-business-owner-sentenced-fraud-scheme

Yes only use one. the round one doesn't have the welded tab to put the bolt through and Is just mounted to the panel with 3 screws and nuts

Mine uses the round mount that is shown in your bottom picture above. The square mount is for newer modes that have a welded tab on the crossbar.

Looks like it was just signed https://www.whitehouse.gov/briefing-room/signed-legislation

It appears to have just become law. Scroll down on the link below https://www.whitehouse.gov/briefing-room/signed-legislation

I just looked up the Birmingham office that cover the area I live in. They show having 507 IA's mostly due to the military bases in the area. I also remember reading a article of a shop who's ia lost his ia but continued to sign off annuals and 337s for several years. It created quite a mess for several owners.

I have the factory drawings for doing the conversion. They are large scale, but I can make a picture when I get home or scan them at work next week.

Remove the radio above and below it. You should then be able to get enough clearance between the case and radio to push the locking arm back down even if the screw is broken or stripped.

The information is available in the same database as pilots. https://amsrvs.registry.faa.gov/airmeninquiry/ There is one catch. IA's are required to renew every 2 years, however if they don't meet the min requirements for the amount of work done the 1st year or take a renewal course then it becomes invalid the second year even though the faa only checks it every 2 years.

I installed both my 830 and later 900 exactly by the manual with IA's blessing and in 200 hrs have not once saw it lock up, reboot, or give an error. It's beyond me how some of these so called avionics shops will install something with even reading the manual. The jpi manual is one of the easiest to follow that I have seen. There have also been a lot of these installed with the star washers under the nut instead on between the ring terminals like they should be.