N601RX

There are some of the bolts and torques that have been changed and are called out in a SB or SI. If I remember correctly this is the case for 2 of the bolts on the nosewheel and at least one on the main gear. It seems like one of the maingear bolts was swapped out to a NAS bolt.

At least on the mid body Lycoming models I don't believe the engine lift loop is holding up any more weight than the weight of the engine and prop. With the engine off my plane the weight was pretty much nuteral, I had to keep a stool under the tail.

I think it probably means he is no longer a member.

I had the same problem last year. The fuel pressure was noisy and continually went from 13 to 34psi. Putting the snubber at the outlet of the fuel servo and draining all the fuel out of the line before reconnecting it fixed the problem. It has been noise free for almost a year now. I had the same problem with MP also. If the problem goes away and the comes back in a few hrs after reconnecting is seems like there may be a small leak around the transducer that slowly lets the air out.

Jpi offers considerable savings on these durring Oshkosh and Sun-n-Fun, and some of the retailers mentioned above will give discounts on top of that. The install doesn't require an avionics shop at $125 hr. It's simple enought that it can be done by a local mechanic who is willing to read the manual and follow it, or many owners would be able to do most if not all under his supervision. I probably spent around 30 hrs upgrading from the 830 to 900 and a couple of the harnesses and several of the sensors were the same part number and reused. We had to run a new wire to the outboard fuel sender on both side which probably accounted for 6 of the 30 hrs. The 900 4-cylinders with 2 tanks were selling for $2895 last year durring Sun N Fun.

I thought the newer models with the higher oil pressure limit added a bolt on plate that retains the seal.

Bob, Is your panel the SWTA upgrade?

The right side panel tilt is close to 24 deg in level flight. I think there were a couple of option for the 201 panel upgrade, one which kept the original structure and used spacers like in Bob's pictures and and the other replaced the structure with parts from a J model.

I'm surprised that the engine was able to develope normal oil pressure with the line off. My IA/CFII has flown with me many times after work including the time after we done a field overhaul and install. He always says you fly the plane and I'll keep an eye on everything else.

Here is the link to the non certified one I mentioned earlier. If you don't already have a panel mount GPS the cheapest legal way to couple an autopilot to a GPS is to buy an older non precision GPS like the garmin 150, kln 89 or 90 and do a VFR only install which is relatively inexpensive and not nearly as involved as a IFR install. This will allow you to select an airport or waypoint from the database and hit the direct to button and the autopilot will fly you there. http://www.porcine.com/gps/sc/sc_frameset.html

The only coupling to the accutrac is through the analog mv signal that feeds the CDI. I'm not aware of a certified converter that will convert the nema output sentences to a voltage, but there is one for experimentals.

Aero In Stock and Aircraft Specialties both sell engine parts for considerably less than list price.

I locked the keys up in a plane several years ago 600 miles from home. The guy at the fbo smiled and went back inside. He came back out a few minutes later with a large ring full of keys. About the 10th one opened up the door.

The original SOS was the same for both Slick and Bendix. However if you look in the overhaul manual for it it shows how to set the correct coil current for the slick or bendix mag. The setting is different, with the bendix being higher. My guess is that with the slick start there isn't an adjustment and you just have to purchase the correct part number for either slick or bendix.

My 67 didn't use a cannon plug to exit the firewall or anywhere in the wiring harness. They just use a block of rubber with a stamped piece of metal around it. What I did find is that someone had spliced the pleads and wires to the sos in a couple of places with poorly crimped butt splices. I have the 201 window also and the best way I have found to access the area the sos is mounted in is to remove the radio trays and back plates for the top couple of radios. You can loosen the screws or remove them and the backplate will seperate from the tray. Then remove the tray and you will have good access to that area. Before we put the 201 window in my plane we mounted every thing possible with nutplates and rivet nuts so it all could be removed without having to hold the nut on the backside. Did the same thing to the radio stack and panel also.

I suspose the same argument could be made of tooth paste and dentist. You can use both regularly and still have cavities.

When we overhauled my engine 3 years ago I looked at both the Ney Nozzels and Centrilub mod. I decided to do something extra to possibly help. I ended up with the Centrilub cam mod. One of the things they mention as possible causes of early failure is the reduced lead that today's fuel has vs the amount of lead present in the early 90's. I will probably never know if it actually saved the cam or not, but their arguments seems to follow good logic to me. At any rate it is providing extra oil to the cam and the engine oil pressure did not seem to suffer as a result. They have a 4 year unlimited hr warrenty against spalling. http://thenewfirewallforward.com/linked/centri_lube_info.pdf

Sorry, already sold.

We have a local oil supplier who stocks Phillips XC 20w50. The last case a got from them a few months ago was $62. There are some decent prices online, but shipping adds another $15-$20. Look around for a local distributor that stocks it or see if you can talk one into stocking it.

I think they may have removed it after Synthetic Vision was added to Foreflight.

Cloud Topper works well. There is also a free level app that works in conjunction with the camera to show up or downward angle

My F runs around 25. Try flipping on the boost on and see if it rises.

Here is the MAPA flight testing report of the G model. They also have evaluations most of the other models. http://www.mooneypilots.com/mapalog/M20G%20Evaluation/M20G_Eval.htm

Rapco and Cleveland both have a break in procedure for their pads. Did this get performed?

On some of the King stuff the faceplate can be removed without removing the knobs, but some require removing the knobs 1st. Many of the knobs are held on by what looks like a set screw but if you look closer you will see that it is not an Allen wrench head. It's called a Bristol Spline. Wrenches can be found here. http://www.bristolwrench.com/bristol-spline-wrench.html