N601RX

Keep in mind there is a rocker arm ratio involved, .100 at the valve doesn't equate to .100 pushrod length. Did you get new rockers with the cylinder kit? If not and they are showing any tip wear you may want to have them re ground before buying new pushrods.

Look at the part number of the pushrods and see if they are one of the longer sizes. I had to buy new shorter ones when overhauling my engine. Some of the rocker shafts would not go in with old pushrods.

I have a 67F also and think you could get a mostly stock one up close to 1100 lbs useful. However I've added several mods to mine and each time the useful comes down a little, but has been worth the trade off to me. Here are some off he weight savings I had put in a previous thread. I did not do any of them for the weight savings, but that might as well take advantage of it if you need a new part anyway. Combined they add up, just like combining several of the speed mods will add up also. Remove Replace with Weight Savings Original Starter Lightweight Starter 10 Original Generator lightweight alternator 8 Oil cooler relocation Lasar kit 2.4 Bendix mags Slick Mags 3.5 Shock absorber nothing 2.2 factory gages+secondary monitor Primary monitor(JPI900) 6 Hartzell Governor H1 PCU5000 2.4 Addio panel+ intercom GMA 340 1 Total Weight Savings 35.6

31mv would be too low, but it's possible that the signal is being pulled down by the gauge . Try disconnecting the two signal wires and measure the voltage on them while they are not attached to anything. If it's still at 31mv while the excitation voltage is at 10vdc then the sensor isn't functioning correctly. Note that the sensor says its ratiometric and the 100mv output at full scale is based on 10vdc being supplied as the exication voltage. If the excitation voltage dropped to 5vdc then the output range would drop proportionally to 0-50 mv. According to the prints posted earlier the mv signal should be read across the green and yellow wire. As long as your using a digital meter it will have an input impedance high enough hot to affect the reading. If your using an analog meter, many of them have a low input impedence and can make the reading appear lower than it really is.

5000' is about 12.2psi of absolute gauge. The omega sensor has a range of 0 to 30 psia that is represented by a output signal of 0 to 100 mv per their data sheet. This would mean that at your altitude of 5000' the sensor should be putting out around 40 mv which you should be able to measure with a meter and determine if the transducer is functioning correctly. Also verify that the gauges are supplying the sensor with 10vdc.

Completely clear 100 miles north of KECP also.

The only corrosion I have found on my plane has been behind the adhesive insulation that Mooney put on the cockpit side of the front wheel well. It started turning loose and with a little pull came off. The top layer of the aluminum had turned to white powder. I've also had to remove the headliner backing with MEK that was glued in place, not fun. I prefer something I can remove everywhere possible. I also noticed that it seems Mooney used some form of thin spray on insulation on the bottom part of the forward side skins. This seems to have held up very well.

I would not use the adhesive backing, it would be hard to place and even harder if it had to be removed. Just cut it for a tight fit between the bars and it will stay in place.

I think it would be an ECi engine with an ECi serial number that was a PMA replacement for the same lycoming engine.

ECi is now owned by Continental and saying that ECi is going to stop producing Continental PMA parts. At the same time they are going to ramp up with new PMA parts for lycoming engines and possibly even offer a complete certified lycoming clone engine.

Which JPI do you have? The primary ones, 900 and 930 should be connected to the master relay back at the battery. The other models are connect to the bus up front.

It looks like there has been some major changes to this. http://www.eaa.org/en/eaa/eaa-news-and-aviation-news/2015-news/09-25-2015-building-momentum-sen-inhofe-updates-progress-on-pilots-bill-of-rights-2

I have the alpha inerta reels and have never had them come unlatched when swinging the gear.

It's item 506, .009-.026". In addition to what Clarence said I remember seeing a lycoming service bulletin that described a method of attaching weights to the prop a certain distance from the center and verifying the "torque" required to move the prop did not change more than a small amount with the throughbolts loose and then torqued. Also the bearings would have more clearence when hot while the Pistons would have less. If the problem is only while hot then that might suggest the Pistons don't have enough clearence to account for them expanding more than the cylinders The service bulletin I mentioned above was sb272a.

The 12, 13,14 and 15 Passats with the 2.0 TDI uses Urea. They also are included in the cars that are affected. We have put 110,000 miles on our 12 model and its been getting 50mpg if driven reasonable. I'm guessing most owners are not going to be happy with VW's fix, as mileage and power will likely be affected.

You will have to remove the pedals. There should have been some aluminum frames that the old ones were glued to. You will have to glue the new ones to the frame and then glue and screw the leather and frame down to the floor. I used black 3m weatherstrip adhesive to glue to the floor. I used contact adhesive to glue the leather to the frame.

My engine is approaching 3 years old and timing is set to 25 deg. I've kept the engine monitor files since the 1st breakin flight. I'm close to sea level and when full power, full rich egt's have always been around 1200 deg. The peak EGT has always been around 1420 deg for a difference of around 220 between full rich and peak. The only time I have ever seen the egt go any higher that this was one time when I accidentally took off with the mag switch set to left instead of both. After landing and figuring out what I had done, I went back up and did a few quick test. No mixture setting would produce a egt higher than around 1420, but either mag off would make them jump to 1500, for a difference from full rich of about 300 deg. Another clue to the ignition problem was the egt's varied around a little and was not be as stable as normal. If your engine monitor has data logging set it to 1 second and go fly for a while.

I got a new PT-2700 printer off ebay a couple of years ago for $30. Most labels can be made with the built in keyboard, but for a table you need their software. It can be downloaded free from their website. Works very well and I've never had a label come off even after staying the the hot hanger a few years.

The brother label printer will make a nice one with the 1" tape. If you use their computer software it will let you make a table.

The 300 sounds a lot like only one plug firing.

The bill was introduced in Jan 2015 in the 114th session of congress. The 114th session last until jan 2017, so they have until then to bring it up for vote Another co sponsor added yesterday. Up to 58 now.

Our local military base Ft Rucker has one. As for as I know they will still let the public use it. High-Altitude-Chamber-Training.pdf

4 years ago I paid $140 for 4 pedal boots and the Jbar boot.

Aero Comfort has the rudder pedal and jbar boots already made and ready to ship.

I've saw this a couple of times. Notice the double pictures in the screenshot below.