N601RX

A modern regulator like Plane Power will proportionally reduce or increase the current to the field to always keep the charging voltage at the set point which is adjustable and should be set to the voltages in the chart above. They are not multi stage, the battery normally does not deep cycle and is normally operated in the upper end of its charge capacity. Multi stage chargers are normally used in deep cycle application where a bulk charge is needed as well as a final top off charge. We design them into the solar powered equipment at work.

I have an extra one that is in good condition. It came from a ribbed muffler. Some mufflers have welded studs instead of ribs. Not sure if tailpipe is the same.

I skimmed through all of it last night and didn't see any thing about a new certified non commercial category.

You mentioned the fuel flow had not been calibrated, was the manifold pressure calibrated? To me it seems the takeoff MP was low for the 1100 ft of elevation your data files shows. If its reading correctly it seems like your throttle is not completely opening the butterfly in the servo. RPM was also about 40 rpm low, possibly due to lower engine power or perhaps a governor problem. The engine seems to be running smoothly and on both mags just at a reduced power. Also to help with future problems I would decrease the sampling rate from 6 seconds to 1 second. It will help diagnose transient events if you ever have any.

Hopefully no one has purchased anything from them recently. They lost their TSOA and PMA approvals. http://www.faa.gov/aircraft/safety/programs/sups/upn/media/2016/UPN_2016-2013NM460018.pdf

If I remember correctly the switch to the master relay completes the circuit to ground to turn on the master relay. So when the master switch is off this wire/ switch terminal will have battery voltage on it. It would still have to find a way to get to the alerts.

How high is the gauge or pressure transducer above the carb? I would guess 24-36" in most applications? I don't know the specifics of 100LL off the top of my head, but water head drops at a rate of about .43psi per foot. 100LL is lighter than water and would be slightly less.

I flew out to a ballgame in Manhattan Ks last year. It was about 100 miles west of KC and had crossing runways. If you end up in KC Author Bryant's is the BBQ place to go to. I would think you should be able to find a CFII or other more experienced pilot willing to make the trip with you the 1st time if your not comfortable by yourself. A one way ticket for them back to Cincinnati shouldn't cost very much. In good weather with the sun to your back it should be an enjoyable trip. If you don't have an autopilot it will be a big help if you can get your wife to be a more active "crew member"on these trips. It makes a big difference to have a second person on board who can handle simple task or hold the plane on course while you attend to them. If you plan to make this a regular trip VFR your favorite tablet or iPad with flight software and possibly a weather reciever will be a good investment if you don't already have one.

The restrictors settled my FP and MP down. I posted plots of before and after several post ago. They should also provide some level of safety if there is ever a leak. If I have to have a leak of fuel or oil I would much rather it be from a .010" hole vs an open 1/4"line.

How many hrs since the Kelley overhaul on the mags? There has been a problem with Slick points not holding the initial e-gap setting. There have been numerous reports with the e-gap needing to be adjusted with 25 or less hours. Once reset then they are usually fine. Was this LOP or ROP?

Look at the Tempest 3000 units. They advertise 1300 hrs and have a sight port so you can monitor wear.

Electrical noise or probe/connection intermittent. Also be aware that the compression algorithm JPI uses for their data rounds most of the numbers up and down by multiples of 6 which may make things like this worse than they really are. Look at the raw data for the CHT and you can see this.

The original ones are 3 or 4 pieces riveted together and the wood is varnished. A simpler and cheaper method to produce several sets that is completely automated is to cut them from sheet aluminum or plastic and engrave the markings on them letting them be just one piece. I have a coworker who has a CNC router that will accept 4'x12' sheets of aluminum or plastic. It can cut and engrave them all in one step. If someone has an accurate CAD file I can get him to cut a set and see how they turn out and get an idea on the time/price required.

The last 3/4" or so of the vaccum pump drive shaft is connected to the rest of the pump with a plastic drive coupler that will shear off disconnecting the pump from the accessory case gearing.

Check the install manual. Most manuals only give generic advise and requirements without showing you exactly how to mount it. If it's JPI the sender should not be mounted directly to the engine like the factory sensor. It should be suspended by the hoses on each with the hoses being clamped a certain distance from the sender. That coupled with a few of the other requirements in the manual make the install difficult.

https://www.jpinstruments.com/technical-support/gps-interface-connections/

Mine are connected also and I like the information available. As Scott said its a transmitt and receive wire ran between the two. Jpi has detailed directions and setup instructions on their website for all common gps's.

It's been several years since I worked in a repair station and it may have changed since then. The answer depends on if you want the left or right side of the 8130 signed. One side, I don't remember which can be signed by a repair station saying the part is airworthy. The other side can only be signed by a DAR and is essentially a certificate of conformity that is used mainly for export. I don't believe an 8130 signed by a repair station is valid overseas. It would require a DAR signature. We maintained a couple of employees who had a DAR just to sign them. One time for a few weeks we had to get a contract DAR to come in and sign them. His fee was $150 per signature.

There was an AD on the original engine mounts. If the engine mount has never had the sleeves or gussets installed it might be a good time to send it out for them.

My experience has been that spare parts can be purchased for dimes on the dollar if they are purchased BEFORE you need them. For the last couple of years I've been keeping an eye open for deals on parts that have been known to leave people stranded. Although I don't always put them in the plane when going somewhere I have acquired an extra set of mags, harnesses, plugs and a Slick Start for under $1K. There are still a couple of other things I would like to get when I come across them at a price I'm willing to pay.

The last ones sold were .250. I assume they all were.

The iPad can be used for so much more than just flight. I delayed getting mine 5 years ago for over a year, telling myself I wouldn't use it much or it cost to much. I still have it and use it daily. It's one of the best purchases I have made. I no longer carry a laptop when I travel.

Another option is to replace the 6' hoses with the Lasar oil cooler relocation kit. It will move the oil cooler up behind the #4 cylinder and comes with 2 short hoses that don't run by the exhaust.

I sold the one out of my plane last year after installing a primary engine monitor which came with a new one.. Several other members have recently installed these also so they should be some used ones available.

It took a serious sustained short to ground to do that. The short would have had to be before any of the breakers or they would have tripped. My guess would be the large wire (-006 on diagram) that leaves the shunt and goes to the panel is rubbed and touching or there is a mechanic somewhere who has a melted screwdriver in his toolbox. You will also likely find the 2 small inline fuses that go to the amp meter blown.