N601RX

The shield serves 2 purposes. When the engine is running in flight the voltage on the P-leades is pulsating at a high voltage. The shield helps prevent it from radiating to other electronics. The second purpose is the shield is the return path from the switch that grounds the mags out when the switch is turned off. I would not splice one, I would replace it. Also make sure the ground strap is attached between the engine and firewall.

The reason I brough this up was this. 21.120 Responsibility of supplemental type certificate holders to provide written permission for alterations. A supplemental type certificate holder who allows a person to use the supplemental type certificate to alter an aircraft, aircraft engine, or propeller must provide that person with written permission acceptable to the FAA. I recently completed 8 stc's for my plane and they all had some form of permission statement. Many of them had a statement written direclty on the front of them that the STC was only valid for my plane and contained the N number and serial number. I have no idea if anyone at the FAA actually verifys any of this or just places it in my file. It would be interesting to know if it is indeed checked or not. It would be bad to do a major mod like this and then have the STC/337 returned to you after filing it.

Try pulling the field and output circuit breaker on the alternator. My P leads looked new out front, but I discovered they had been spliced twice behind the panel.One of the splices didn't even splice the shield, just the center conductor. Also verify the new radio wiring and its routing to the radio. Verify the grounds and shielding are terminated correctly.

It looks like this company has the ends and cable to build up about any tach cable that you would ever need. You would just have to measure the old ends. http://www.texasindustrialelectric.com/speedo.asp

Whats the status of the STC's for this? I talked to Robert at Rajay parts a while back. They originally owned the Mooney STC, but sold it to Modworks several years ago. He told me the STC was no longer supported. Modworks is no longer around. Would anyone be able to still legally use the STC? The permission statement on most STC's are specific to a plane serial number.

Has anyone tried the ipboard apps for the ipad or iphone? In theory they should work with Mooneyspace and allow picture uploads directly from a IPad.

Correct, the shower of sparks and slickstart serve the same function. They fire the plugs around 0 deg. The shower of sparks uses battery voltage to fire the plugs, so you don't have to worry about the mags firing at low rpms. It basically pulses the 12 volts from the battery through the coil and fires the plugs several times when the piston is at TDC. It active only while the switch is turned to start. Once the starter switch is released, the mag functions like any other mag. Its used in place of an impulse coupling.

I don't think I would even pay much attention to whether it was recent or old. I would probably perfer it be recent, so I got the recent upgrades and can possibly talk to the mechanic or shop that repaired it. I would be more concerened wheither it was a typical gear up or something more. I would not be as concered about the ones that land flat and slide to a stop on the runway after verify the repairs were made correctly.These should be bolt on replacement parts. I have saw some that have departed the runway and subtained much more serious damage that wasn't repairable by just bolting on some replacement part. I would be much more cautious about buying one of these.

The differences may be in the governors. There are several approved for Mooneys. They may not all have the same pumping capacity.

The Nall report says over 50% were from experimental aircraft, many of which were probably still in their phase 1 testing. It also groups mechanical falure and manitaince related. These are not the same thing. A mechanical failure could be a nose gear collapse on landing.

I always thought mine was slow to cycle the 1st time. Unfortunately if it is the gov screen clogged, you may have more problems than the prop cycling slowly. The gov gets its oil after passing through oil after the oil pump and before the oil filter.

20% sounds very high. I used to spend a lot of time just reading through the NTSB reports,(bored at a previous job) and I don't remember 1 out of 5 being mx related. When I see reports like this I usually want to know what criteria used to come up with their numbers. Numbers can be made to say anything.

Check with aeroinstock and aircraft specialties. I purchased all my internal engine parts from them. They had the cheapest prices and have a large stock. If they don't call and they will drop ship from manufacturer. I just looked at aeroinstock. $591 Any chance cleaning your old one out good would help? http://www.aeroinstock.com/products/NjQxMDY4/5930/40753/product_detail/index.html

The crank snout and prop cylinder cap hold a lot of oil. When the engine is turned of, alot of it drains back into the engine, which has to be replaced the 1st time the prop is cycled after restarting. There is also a filter screen that filters the oil going into the governor. If the governor screen is partially clogged, it will take longer than normal to replace the oil that has drained down. Mine was pretty well clogged when we removed it, unfortunately, you have to remove the governor to get to it, it is made into the gov gasket.

P1/T1=P2/T2 Temp is in Kelvin

This doesn't have to cost 7k. Buy the new disk for around 1k and then call Lasar, ebay or a salvage yard for the other parts you need to install the new style disk. With a little creativity and work on your part it should be around 2k or a little over. The disk will be new and the used steel parts that hold the disk will be fine. This will be an easy problem to fix compared to resealing tanks or overhauling an engine.

Does anyone know the weight difference between a pair of bendix and slick mags? I think I've read it was around 6 pounds for the pair? Did the early IO360-A1A's come with Bendix when new?

The backplate extends foward about 2 inches more

SERFI, the Southeast Regional Flyin is the last weekend of October. Is anyone thinking about attending? http://www.serfi.org/

Is coming to the US to a school for a week or 2 an option for getting your IFR?

There are some heated slip on covers available. They would probably be the single largest constant current draw on your plane, so you would need to look at that and make sure your alternator would handle it.

I believe your plane wil have the new transistor dimmer circuit instead of the older style wire wound pots. Several people have had trouble with the transistors leaking and finally completely shorting.

The last carburated plane I had did this sometimes. It also had a manual primer. When it would do this I would just hit the primer quickly a couple times to keep it running until the carb could take over. It was basically running out of fuel at the cylinders before the carb could start delivering fuel and get it up to the cylinders.

The reason the master grounds the relay is it is safer that way. Because it is just providing a ground if the wire that goes to the master rubs and shorts to the airframe it just turns the master on. If the same wire supplied the voltage to the master relay and rubbed and shorted it would trip the breaker and the master relay would drop out turning everything off. Not something you want to happen.

Richard, You mentioned 25k as your half of the initial investment, so I would assume you are looking at an E or F for around 50k. I was able to find a run out F with good airframe, bladders, and new prop for 34K. My mechanic and I did a complete field overhaul and I fixed a few other things and did some upgrades and have a little over 50K in it now.