N601RX

I purchased the kit mentioned above from Joe and I think it was $100 we gave Russel to transfer the stc. This was a new kit that had never been installed and the owner knew Russell. I also talked to him about transferring the stc to some other parts that had already been installed and he would not do it, even for more money. Call the new owners and offer up some money and see what happens.

The 900 has a serial flight data recorder output according to the install manual. I've been curious about what if any data is being sent on it, but have never looked to see.

Here is one that stuck briefly in flight. The EGT spiked briefly and they the cylinder dropped out. The other egt's dropped because I moved the mixture to full rich.

When I had a stuck valve the egt spiked briefly for a second or two and then fell sharply toward zero. When reaming a valve, special reamers are available that have a properly sized pilot so the reamer stays centered and only removes carbon. These are available from Mcfarland. If you use a reamer that is designed for guide replacement and reaming new guides the pilot is going to be too small the properly support the reamer in the hole. The valve wizard works very well for removing the springs, no rope or air pressure was even needed. It keeps both your hands free and allows small changes in spring compression. With practice wobble can be measured in under an hr per cylinder and add an extra hr if it needs reaming. If a regular member needs these tools I will rent them at a very reasonable rate. I had to purchase them, but will not use them very often. They are only for angle valve cylinders. Video.MOV

If someone has enough of an original to go by I can make a 3D model and will make it available to everyone wants it. I can also print out a prototype and post some pictures. It may have to have a little more thickness and structure on the back side than the original. Here is a recently modeled and printed Lycoming valve wobble test fixture.

It sounds like it is mostly functional if the knob will roll it left and right. For it to track a nav signal the knob has to be in the center. It also has to be turned on with sensivity probably set to high and the nav selector set to the correct source. If your nav source has a selectable scale set it to the smallest value. If it still doesn't work the installer may have accidentally bumped the pot that sets the gain. If it is turned all the way down it will not track the signal. It's easy to access and set, it is best done while flying so it can adjusted a small amount and see how it responds. If it still doesn't work then Brittain could bench check the box to verify the box is ok or it could be a wiring issue between the box and nav source or cdi. It's only a pair of 2 wires and should be easy to verify visually or with an ohm meter. The gain is controlled by the vertical pot directly behind the turn knob

It's interesting that they are allowing this without requiring them to get TSO approval or be manufactured under a PMA. It goes against all the regulatory guidance the FAA has released in the last 10 years. It will be interesting to to see if there are any flight limitations or other requirements linked to the STC. My IA put one in his 172 several years ago when it was still possible under a field approval, the only stipulation was a place card saying VFR only.

Interesting that EAA was the one who took the lead on getting this done for certified planes. http://www.eaa.org/en/eaa/eaa-news-and-aviation-news/news/04-06-2016-stc

Your Stratus 2 has a lot of internal memory that will also record your last several flight.

The Accutrak is covered under STC from Brittain for the F model. Are you sure you have an Accu-Trak? Several members with F models have installed them. Stc SA1172WE

Read through one of the not current versions of AC20-138. The early versions said it was a major mod and required a 337, the newer versions suggested it might not be and I think the latest version basically removed most of the stuff regarding the older gps's that were certified to TSO 129. If the shop went to the trouble of getting the Flight Manual Supplement approved then the intent was for it to be IFR. From AC 138A (iii) Minor alteration: Under the original AC 20-138, installation of GPS equipment required the use of approved data (under an STC or major alteration) because GPS was a new and unique technology. However, since GPS technology is now common and considerable experience has been obtained in the installation of GPS, approved data for every installation is no longer appropriate. Instead, installations that do not qualify as major alterations above should be accomplished as minor alterations. These installations should be based on acceptable data including the following:

Is the AFM Supplement FAA Approved and have your plane serial number on it? These manuals are one off's and only good for the specific serial number plane approved for. If it does it very well may be legal for IFR. In addition to the requirements mentioned previously most older gps installs also require a connection to your encoder, but may not be required by all models. These were installed under AC20-138 which has a couple of revisions. If I remember correctly one of the revisions suggested as long as it was not connected to other complex system it did not need a 337. Check the AFM Supplement and see if it has your serial number and a FAA signature on it. The guidance on installing these changed over the years. The blue light if for CDI's that share a nav source through an anunciator with a relay bank. The blue light indicated it is connected to the gps.

Also note that if you send a slick mag to Kelly for overhaul they will not overhaul it to the slick manual. They have developed their own overhaul manual that does not require replacing most of the components the slick manual requires. The overhaul price seems good compared to others, but you get what you pay for. They also recently purchased the line of Tempest replacement mag parts for both Bendix and Slick.

The wing tank could be made with 2 pickups. One placed some distance off the bottom so it would no longer pick up any fuel once the level was below say 10 gallons. The second pickup would then be in the stock location and could provide an extra 8 gallons once the selector was switched to reserve.

You can take the written any time you want. All you need is the instructor to sign saying you are ready to take it. It is valid for 24 months.

I have a friend who purchased a very lightly used 2013 Cirrus just as he was finishing up his private. The insurance required him to get 25 hrs dual in it with a Cirrus approved instructor. They also put in a stipulation that he had to get his IR before renewal.

It's very possible to solo with 8-10 hrs in a Cessna. At that point your instructors schedule doesn't matter that much, you can go fly by yourself if he is busy. Then as soon as possible get the dual cross country out of the way. At this point you will be able to get your instructor to sign you off for additional solo cross countries (After reviewing your flight planning) if your want to go somewhere in particular. You can also get signed off for repeated cross countries to the same airport without having to go over your flight planning each time with your instructor. What are the insurance/flight school requirements for solo on the Cirrus?

Would he have a delta or American email address? If he does it probably follows the same format as all their other employees. Usually some combination of first name, last name.

Look around, their are still IA's around who will do the annual based on condition and not TBO. Our Cessna had around 2400 when we sold it and now has upward of 2600 on the original engine from 67. It's had mag and carb overhauls as well as cylinder work, but the bottom end is still original. I know that there has been at least 5 different IA's sign the annual on it after it was over TBO and I can't remember any of them even bringing the subject up.

This filter isn't optional for planes with the original dukes -19A fuel pump. It is mandiatted by an AD unless you have the newer dukes or Weldon pump. The AD is from the early 80's so it may be newer than some of the manuals.

This is a new box of 4 unopened Tempest UREM38S fine wire plugs. They are about $320 a box from Spruce including shipping and I will sell these for $250 and include shipping.

The trick is getting the plane to be still long enough to get out and use the chocks. In my experience it started rolling immediately upon releasing the brakes. There is also a little place over in west Alabama that has enough slope at the fuel pump that it took 2 people to stop it from rolling.

Better make sure it works. The tiedown area at Reeves has enough slope my plane will roll backwards if the brake is not set.

I would also say that they have saved many dollars by pointing you directly to the problem.

I believe 2830 is the rpm you will get with the prop sitting on the stop before the gov supplies enough oil pressure to move it off the stop. The tool in the service bulletin can be made very easily with basic tools. Print a drawing of it on a 1:1 scale and the use a little contact spray to attach the paper to the piece of aluminum. Then just drill through the holes on the paper and tap the ones that need tapping. Saw out the outline on the paper and remove the paper and your done. It's possible lead sludge has built up in the dome and is causing the prop to stick. How bad was the gray sludge in the hollow nose of the crank?