N601RX

There are some internal engine differences that may affect cooling. The 200hp engines have piston oilers that squirt oil on the bottom of the piston to help with cooling. The angle valve cylinders are heavier and seem to have more cooling fins. I think I also remember reading the valves are larger also. The C and E cooling may not be a simple comparison.

You can also expect to recoop about $500 by selling the factory gauges you remove assuming they work correctly. When you factor that in with any future cost of having to maintain the factory gauges the cost becomes very similar. The extra panel space is a bonus, especially on the older models.

Mooney also had a 3rd fixed cowl flap option. I've saw some planes with it. It covers the area between the 2 adjustable flaps and sticks down about 2 inches.

I've offered several coworkers a free ride over the last several years and only had one say no after calling his wife and asking if he could go. The others didn't ask.

I upgraded my 2 year old 830 to a 900 about 1-1/2 years ago. I got a really good deal on the 900 at the time and then sold the 830 and original gauges. I did the work under my IA's supervision so labor was minimal. After selling the 830 and old gauges I think the total to upgrade was under $200. The prices of the 830 and 900 have both changed quite a bit in the last 2 years and I could not come out this good if I upgraded now. Factory limits cannot be changed on the 900, but it has what Jpi calls alerts that you can set to any value your desire. It primary voltage source is a wire ran back to the master relay. It has a secondary input that can be wired to the avionics bus. At Sun-In-Fun 2014 Sarasota was selling the 900 with 2 tank option for $2895. I have not saw them that cheap again.

At the SERFI yesterday I noticed that there were several Young Eagle planes who stayed busy and had a waiting line. The Biplane rides also kept a line most of the day.

Inflight level is considerably different than sitting on the ground. To level the plane on the ground you will have to jack the mains up until the tail is close to head high. The procedure is in the maintaince manual.

There is a guy on beechtalk who sells these. The problem I see with them is that the phone and other device manufactures keep upping the charging current. To begin with it was .5 amps, then 2.1 and now I believe some are using around 3 amps.

Be careful if replacing these with larger screws or a screw and washer. If I remember correctly these hinges fold over on itself and the thicker screw/washer may not let it close completely without putting the door under a lot of extra stress.

Do a google search for soda blasting. It basically uses baking soda and will remove the corrosion without distorting or damaging the aluminum like other more harsh abrasives will.

What is the angle of your panel in level fligh, not sitting on the ground? The AI angle needs to match your panel. You can see what the standard values are by looking at the spruce web page. Some manufactures will do custom angles also.

Does it have the correct tilt for your panel?

You can probably take a small magnet and tell if they are still in place. Since I've cleaned the 50 years of crud and baked on oil off my underside my nose gear ones will no longer stay in place.

I have a 67 F also and the wing root trim has tinnerman nuts on the inside. I've had to replace a few of them. The interior panel on each side has to be removed.

I will be there Saturday, I may go over Friday night also.

If anyone is looking for somewhere to fly this weekend the Southeast Regional Fly In (SERFI) is this weekend in Evergreen, Al. Saturday is the best day to go unless you want to go on Friday night for the FAA Wings event and then camp. Very good pancake breakfast. http://www.serfi.org/

The quote above was directly from their STC install instructions which should take precedence over their web site. It actually showed some forethought on their part. It eliminates them having to go back and add more spinners later as new props and spinners are developed.

They gave the pn for the 2 most common, but then included the words "or any other approved spinner assembly for the Mooney M20J". "Install Mooney 201 (M20J) standard spinner assembly (Hartzell P/N 940087-501 or McCauley 680031-500 series P/N) or any other approved spinner assembly for the Mooney M20J, in accordance with ARI Drawing List Report Number 1005, the accompanying STC, and the manufacturer’s instructions for the approved M20J spinner assembly."

If I remember correctly the ARI STC uses the wording "any spinner that is approved for the same prop on a J model" I don't remember it listing specific pn's.

I would check the electrical connections at the sensor and if you don't find anything send the above plots to EI and ask their opinion. I don't believe it is possible for oil pressure to go that high especially at low rpm.

Are these really a PMA part? According to the manufacturer they are not.

It's poly-flow tubing. Spruce sells the brass fitting for it. Some local hardware/heavy truck stores have them also.

I think he may have used the wrong term. I followed the thread linked above as it played out and the pilot was a "named pilot" not a "named insured". In one of his last post he said that he insurance company was comming after him for their losses.

I would not fly someone else's plane under their open pilot clause. It protects them, not you. My regular policy offers coverage under some circumstances of me flying a different plane. I have a friend who left his plane with me while he was oversees for me to fly it. My only stipulation was that he add me as a named pilot and additional insured. It took less than 1 day to be added.

I have an extra exhaust pipe from my 67 F. I will get it out and post a picture next time I'm at the hanger.