N601RX

duplicat

When we overhauled my engine I sent the new cam out and had it modified to provide direct pressurized oiling to each cam lobe. Each lobe and bearing journals has 2 small holes drilled in it and both ends of the already hollow camshaft are plugged off. This pressurized the inside of the cam and allows the oil to spray out on the lifter as the cam rotates. The cost was around $500. It appears they put some effort into determining the cause of the failures. http://thenewfirewallforward.com/linked/centri_lube_info.pdf

I've often thought the same thing myself. At any given time it seems like less than half of the members currently logged in are supporters. I fully understand a new person who is considering buying a mooney or a casual non owner observer not being a supporter, but it seems there is also a lot of long time regular members who are not supporters. Perhaps there are also a few who have mailed it in and their status has not been updated yet. $10 a year is nothing, I suspect many of the supporters gave a lot more.

I used a 1/4 tapped hole that was already present in the top part of the case. It was on the top side back close to the rear of the engine just inside the baffling. I think it was on the copilot side.

A couple of things could cause the problem. A clue may be how quickly it trips. weak breaker or bad connection to breaker shorted wire mechanical binding that causes motor to draw current than normal bad motor

The problem with this is that on an ILS system with the glideslope at 3 deg the ground antenna also produces a second glideslope lobe at 9 deg as well as others at 6 deg increments. In between the 3 deg and 9 deg lobe there is a reversed lobe where you are receiving half the signal from the 9 deg lobe and half from the 3 degree lobe. This causes the cdi needle to reverse as well as the autopilot inputs to reverse. An Up input becomes a Down input.

It's unlikely you will be able to get an absolute cam lift measurement without at least removing the spring. The lifter is hydraulic and will bleed down under the valve spring pressure. The lifter clearance is originally set up o something like .025 to .080 when new but will change as the engine gets hours on it. Rick Romans took me on a tour of his shop a few years ago when I dropped som parts off for him to recondition. I remember him showing me his cam grinding machine and asking him what then lift on my io360 cam was. I think he said .308". If measuring on top of the valve spring you would also have to account for the rocker ratio which is probably on the 1.3 to 1.4 range.

We have about 600 employees at work and have been very proactive in keeping our medical cost down. Last year we opened up a low overhead medical clinic and pharmacy at work for our employees and dependents. It's currently open 3 days week. We still have the same insurance as before but the incinitave to use the clinic is that the visit and meds are both free with no copay. Scheduling is done with an online app and you are given a time slot to be there. So for my experience has been that there is no waits and you are back at your desk in less than 25 minutes with your medicine.

A nice wing jack can be made for under $100. A search will show what several us have made. Lasar makes some tiedown/jack point combos that can be left in and work very well.

4000 lbs would for 24 hrs if you only considered the Latent Heat of fusion being 144BTU per pound. In reality you get closer to 200 btu/lb if using freezer ice. I have the unit that Phill sells and if I fill it up with 40lls of ice and run it on high on a very hot day it will very quickly cool the cabin down and keep it there for about 1hr. In reality I usually run it on high for 5-10 minutes or so and then cut it back considerably. Doing this it normally keeps things comfortable for a little over 2 hrs. In really not weather ice packs don't work that well, the plastic shell doesn't let them melt fast enough.

They will each have their own antenna. It will be a vertical antenna about 15 inches long

Good point. I was in a similar situation a few ago when a friend ask if I would fly his plane out to Texas where he had just moved to. I was listed as an additional insured on his insurance so that was no problem. After doing some research I found that if I logged the hrs without buying the fuel that would be considered compensation although the hrs had basically zero value to me. The rules for compensation are being interpreted very broadly. A reading of some of the enforcement actions and advisory opinions will show that stuff you might originally think was ok will get you in trouble in a hurry if anything goes wrong.

The older Mooney air frames are very cheap to maintain for a retractable gear plane. Once the engine/accessories and avionics repair cost is separated out there is very little cost of maintaining the airframe. The normal wear items are mostly bolts, rod ends and bushings which are available from sources other than Mooney. The welded parts are usually repairable by Lasar or easily found on the salvage market. I've had to replace one bushing, a few bolts and some brake components over the last six years. The only big item is the fuel tanks. There is also very few recurrent AD's that don't have a terminating action.

Don't remove anything on the back. Turn the recessed Allen head screw on the front counter clock wise and it will push it out

Maples and Burch. If your passing over Talassee around lunch stop by and Hank and I can pick you up for lunch. Is your son a ME? We have several openings as well as coop and intern positions.

I have bad memories from my thermo classes at Auburn.

The 1970 model C POH in the download section here on Mooneyspace says the oil temp should be between 100 and 225 for continuous operation. The lycoming operators manual for the same engine says it should not be below 140 for continuous operation. I would assume going flying would count as continuous operation.

Although my renewal is still 3 months away I received the attached letter a few weeks ago informing me that they were increasing my premium and reducing my coverage.

I had it happen again a few minutes ago. I was not logged at the time.

The Lycoming operators manual gives a min oil and min cht number for continuous operations. There may be additional information in the Lycoming Key Reprints newsletters they used to send out.

I've ordered many parts from Lasar and have always been happy with the transactions. I would normally be very skeptical of anyone who had negative comments to make about them. However the OP posted a bill from Lasar that clearly shows the estimated total was $884.57 but the bill total was $4334.87. If this is as it seems I think most of us would be upset also if it happened to us and there was not any additional communications from them before the work was done.

My 67F has Min temps given for both the oil and CHT. They are not found in the "How To" section under starting or taxing, but are found in the back in the Operating Limitations sections.

I now tether off my work paid phone. Before I had a LTE phone I had a Verizon Data plan by the month. I think it started a $20 month and went up depending on how much data you wanted, no contract.

If anyone is going through Alabama up to Indy later this week or weekend and would be willing to let me ride along one way I would be happy to help with expenses.

Does the ground wire for the unit run out to the engine? Is the sensor mounted to the firewall and not directly to the engine or baffling? I had some problems with my fue pressure originally after installing my 900 and found out that the fuel pressure is not a steady 25 like the gauge shows it to be. It pulses as the engine rotates. The pulses seem to vary from a little above 10 to up onto the high 30's with the 25 displayed on the mechanical gauge being the average.