N601RX

This isn't the best picture, but it looks like the gap seals eliminates most if not all the slot. Perhaps someone has a better picture of a J model with the flaps fully deployed. I purchased a set a while back but have not got around to installing them yet, but did some trial fitting and don't remember seeing much if any gap with them down. The bottom rear part of the wing that is shaped to feed air to the top of the flap is squared off and boxed in by the gap seals.

It seems to me the gap seals would make them plain

Check the tape and make sure it is not leaking while it is out. It's not any more fun to remove it the second time either.

A single discharge will not destroy it as long as you charge it back up immediately.

Brittain AccuTrak II and BI 805 servo valve for sale. Includes tray, connector and T's to install. You will just need a few feet of hose and wire to install. The Accutrac will couple your existing pc or wingleveler system to a Nav radio or GPS allowing the wingleveler to become an autopilot. This is by for the cheapest option to add an autopilot to an older plane that already has the wingleveler. SOLD I also have an extra bi805 valve and a set of altitude control boxes if anyone is interested in purchasing them seperately.

I have a friend who works in Afganistan for 6-9 months at a time. He added me to the insurance and asked me to fly it for an hr or so every 3 weeks. I would email him each time I flew it and let him know everything was ok. We did this for about 2 years and it seem to work out well. If there is someone you trust at you airport see if ou can work out a similiar deal with them.

The intake vacuum isn't smooth and constant. Pressure spikes, poth peaks and valleys are generated as the intake valve opens and closes. It's also very unlikely that the fuel flow is steady either due to the changing pressures in the intake. When you accelerate and decelerate fluids quickly the pressure also changes.

Does the Mooney retrofit kit possibly allow a different style switch?

You need to ask your agent for copies of the quotes from all the underwriters and make sure he is really shopping your policy around.

Consider this scenario with a vintage manual gear Mooney with no recurrent ad's except the gear lube/preload AD. The annual is done in the owners hanger using all the necessary Mooney specific tools, manuals and mooney checklist furnished by the owner. The IA has been doing this plane for several years and already has all the AD compliance information stored in his AD software. He arrives in his truck bringing himself and his knowledge. The owner already has all panels removed, Oil drained, filter removed and cut open, plugs removed, filters changed and muffler heat muff lowered . Airplane has been cleaned and is on jacks, the lubing of airframe and prop has been done, wheel bearings repacked and the tools for checking the gear rigging, timing and bore-scope set out ready to use. How long does the actual inspection take in this scenario? A cheap annual doesn't necessarily mean you are getting a paper annual, it just means means you have done everything possible yourself and minimized the time it takes your IA to do what he is required to do.

That,s exactly what I did after the 1st year. With 105hrs mm I was able to get 1M Smooth coverage with the underwriter I was currently with. The other underwriters declined to quote it. It only cost $300 year more than 100,000K sublimits. If your taking any passengers along its something that needs to be considered. Even if its a family member or good friend who you don't think would sue their health or life insurance company can to recoup their loss.

I just looked back in my emails and it was last October when they sent me the new Software, Config and CRC files. The config files were specific to my units serial number. The procedure was very easy, Hold button 1&2 down while powering up and then follow the directions on the Apploader screen. If my unit only needed a software update I would press the issue, tell them you know that they have emailed new software to other customers and see if they would email it to me. I only needed the software update because of a known bug that prevented one of the gauges from displaying properly when in the vertical orientation. They quickly told me it was a known issue and they would email me the files to fix it without me even asking for them. I've heard several others say that they have had to send their unit back for a software update. This makes me think they may be doing more than a software update to some units don't want to publicize it. It cost them almost nothing to email out a new file, but would be very expensive for them to config and ship out loaners and then return the original units.

One of the sensor wires may be picking up noise from an ignition wire. Is the problem still present with the engine off? Also the Jpi does not get its ground from the airframe, it has to be grounded directly to the engine. Perhaps the noise could also be getting in on the rs232 wires that run between the Jpi and Garmin boxes. If it's comming in on electrical lines, there are filters available.

This is what he really thinks of Garmin!

From the Flightaware log it looks like he lost the engine only a minute or so at most after takeoff and at a low altitude.

Funny, on page 2 of this thread the preceding post was from about 2.5 years ago. Now we both work for the same water meter company.

What you see in the picture is the baro sensor. Its the smaller of the boxes. There should be a small storage or memory tank also. The tank presure is applied to one side of the diaphragm and the other side is exposed to cabin pressure. The diaphragm is then connected to a small 3 way valve. That's the mechanical baro sensor.

Here is my MP before and after. My 830 did not have the noise. I think the difference may be in how the sensor is mounted. With the 900 it is connected to the intake port with a short piece of hose so it sees every pressure pulse in the intake pipe. With the 830 it is mounted on the back of the mechanical factory gauge further away from the pulses. The mechanical factory gauge also "stores" some volume of air inside it which in addition to the longer hose may dampen the pulses some. It seems like JPI should have been able to filter or average the noise out.

Typical damage repair from a gear up would most likely not require a 337 and would just be documented with log entries or a repair station work order. If I planned to keep it a long time, I would be OK with it as long as it was priced well below average and I would instruct the MSC doing the prebuy to look for any undocumented repairs. The next buyer will also expect a discount.

The Stratus 2 has a built in fan and is white where the original stratus did not have a fan and was black. I've never had my Stratus 2 overheat. It also records your flight path in its internal memory and can be downloaded.

The software can be updated in the field on the 900's. They emailed me both new software, new config file, and directions last year to install it. What is the current version of firmware? If you search mcmaster you can find orfices of any ID you want down to .010.

Rob, The link below will help clarify their definition of "current manual or other methods" Essentially they are considering the old manual as another method that is acceptable provided it has not been invalidated. See top of second page if you don't want to read it all. http://www.faa.gov/about/office_org/headquarters_offices/agc/pol_adjudication/agc200/interpretations/data/interps/2010/maintenance%20manuals%20and%20other%20documents%20-%20(2010)%20legal%20interpretation.pdf

What is your opinion of the seat covers? Do they help a lot in hot weather?

There had been talk over the last couple of years from reliable sources that the ACO office that Mooney is under was trying to make them update all manuals with a limitations section. I think they actually did release one for the Bravo or similar model that had some time limitations on the engine or other parts? The legal opinion says that we don't have to follow the newest manual, we can continue to use the one that was in effect when the plane was manufactured. Here is the earlier post about the Bravo time limit. http://mooneyspace.com/topic/5805-bravo-mandatory-overhaul-at-2000-hours/?hl=%20bravo%20%20engine%20%20limitations

I'm about 25 minutes north of you. We may fly down to Destin this weekend if I get some work finished up. You could also drive or fly up if we don't come down.