N601RX

Sky-tec is PMA'd for Lycomings as a replacement for the original starter. Just a log entry and new W&B. Lycoming has a Service instruction SI 1154 that list all approved starters and the Sky-tec units are included.

Mooney service bulletin M20-182 allows extra baffles to be added to a couple of the cylinders.

I use my Ipad and iBooks. I have all my manual stored that way.

It was recalled several years ago because it did not work. The company then went out of business. It seems several companies who were selling it are now selling this model http://www.safeescape.com/2LAD/ASE30.html

Which spinner do you plan to use? The 201 spinner is larger and the base is moved forward a little over 2 inches, which allows for a more sloped front end. The downside is the extra cost unless you need a new spinner anyway.

Glad to see your moving foward. Here are a few things that would interest me. Keep the side cheeks. I find these very handy for quickly removing to looking at the bottom of the engine. Offer an option without a cutout for the oil cooler. This gives a nice smooth look for those who have already relocated the oil cooler. Another option would be to offer a second light in the oil cooler position. I would also be very interested in a better "Inline" induction system that eleminates the ram air.

Unfortunately they are a few buyers out there who will buy something like this and then remove internal parts from it to fix their non working unit with and then place the bad parts back in your unit and notify you that it arrived dead and want to return it. With electronics its almost impossible to prove. I suspect someone pulled this on me on ebay a while back, but have no way to prove it other than it worked perfectly when I sold it and when I googled the buyers name several people had problems with him.

I purchased it from Nels about a month ago. I'm going to put it on sometime next month.

I would determine if it is leaking out by the exhaust valve or by the rings.

Auburn just opens a temp tower on gameday for certain home games

http://www.mooneyevents.com/201hist.xls http://www.mooneyevents.com/chrono.htm

There are 2 bulkhead pass through fittings the the pc hoses just slip over up close to the altimeter on the side of the plane. They probably accidentally pulled one of the hoses off these.

I noticed the link is dead also. If there isn't anything in the logs, its very unlikely a title search will turn up anything either. Technically there isn't a title search for a aircraft as they don't have a title, however you can order a CD from the Faa that has all the records for the plane on it. It will take about a week to get it, But unless the damage repair required filing a 337 nothing will show up here either. Unfortunately there are a small number of people who buys salvage planes from insurance companies and puts them back together as cheaply as possible without making any mention of it in the aircraft logs. I would suggest contacting the salvage company in the dead link as well as the previous owners.

I have the brake cylinder rotation. It moves the caliper from the back side of the wheel to the front. It doesn't involve any parts, just drilling 4 new holes and remounting.

DME's and transponders are another source of high voltage. Your best bet may be to turn one thing at a time off until it goes away.

I purchased one of these off ebay to replace my fuel gauges with. I have not had time to put it in yet. It goes through a calibration procedure where you add a know amount of fuel each time until the tanks are full. If you senders are working this should read correctly. http://www.aerospacelogic.com/index.php?dispatch=products.view&product_id=56

Did you not buy the plane this came off of as cheap as you possibly could? Did you not try to lowball someone trying to sell a 530 about a month ago with a offer to trade a used Cady for it? What's different now?

I've used UPS COD recently as a buyer. The seller suggested it. I handed the UPS driver a bank check and he handed me my box which I opened immediately. I remember a couple of your post looking for a used 430 a while back, did you decide to go with one of the new models?

In addition to the Mooney I also have a Zenith 601 xl experimental. 6 of them had the wings fold up in flight due to flutter. The ailerons did not have any counterbalance on the and it had a "springy" pull/pull cable system. In addition to the normal cable stretch the ribs the pulleys were attached would flex a little. The FAA grounded all the factory ones registered as LSA and refused to issue any new airworthenss certs for the experimemtal ones. A lot of both flight test as well as ground viberation test were ran both here and in Europe. The Manufacturer came up with a fix in the form of a kit that added counterbalances and stiffened up the ribs that were flexing as well as stiffened up the center pass through section of the wing. For the Ground viberation test the plane was suppended from the ceiling of a hanger and all the control surfaces and wings were fitted with accelerometers and a data acquisition system. Electrical viberators were then hooked to different places and the viberations were swept across the frequency that the plane would see in flight to make sure there were no undampend viberations present. That was about 3 years ago and there have not been any other wings folding up since. Before the upgrade it was hapening at a rate of abot 2 a year.

Flutter comes from the stiffness of a system and the natural resonate frequency of it, not strength of it. Wing flutter is caused by the undampened bouncing of the aileron at it resonate frequency. The stiffness of the pushrod system will help dampen it and the springiness of loose control cables will allow it to increase in amplitude and frequency until it tears itself apart . Counterbalance is the generally accepted way to prevent it.

A Mooney has a lot of natural resistance to flutter built into them with the push/pull tub control system. As long as the rod ends are good, there isn't any slop in the system. Planes that use pull/pull cables are more prone to flutter especially if the cables are not tight.

You need to asked detailed questions on what each shop intends to replace as the bare minimum. My guess is that you will see some differences in the parts they plan to replace and work they intend to perform. Without knowing that you can't accurately compare quotes.

After reading some of the earlier post I decided to see how my plane responded while flying yesterday I went to idle and pulled the prop all the way back. My RPM went to 650 immediately. I have a Hartzell prop and governor.

Some of the custom panels that people are making and installing are tilted out at the top, others are not. The ones at that have the top spaced out has more depth above the yoke due to the closer to 90deg angle that the yoke and panel intersect at.

I had a similar problem. It seems like when you 1st insure a plane they have no problem selling you whatever coverage you want but they are not so eager to increase your coverage at a later date. I had my F insured for $35,000. After overhauling the engine, JPI 830, new panel, radios,ifr gps, 1 pc belly, and many more improvements I asked them to increase it to $65,000. They refused. I had supplied all the labor for all the work, so I did not have easy receipts to give them. My agent helped out a lot with the back and fourth stuff and in the end they finally agreed to accept the value shown by Jimmy Garrisons online appraisal tool on Phil's website and gave me the coverage I wanted. I also had a problem getting the coverage increased on a cessna 150 a few years ago after buying 4 new cylinders to go on it. I was wanting to increase the coverage from $16000 to $19000. They were very hesitant to do it. I sold it a year later and the new owner insured it for $25,000 with no questions asked.