N601RX

Most all the king products of that time use a display that plugs Into a socket. If it's a finger socket removing and cleaning with a pencil eraser will usually get the missing segments back working. The slightly newer stuff uses a round pin socket and reseating will often fix these.

I purchased the used PCU 5000 listed on here a several months ago. The weight savings was about 2.5 lbs and it is considerably smaller, giving better access to the lower back side of the engine. They apear to be well made and are put together with orings instead of gaskets. The rear plate and arm will swivel 360 degrees by loosing the rear screws a couple of turns. The customer service was top notch when I called them even though they knew I purchased it used. After answering my questions they asked for my name and address so they could transfer the remaining warrenty to me. http://mooneyspace.com/topic/14066-fs-pcu5000-ath-1/#entry186811

The original bill had a lot of co sponsors but never made it out of sub committee. Kind of made me wander if the really wanted to pass it or just did it to shake up the FAA a little. It looks like the new bill is picking up a lot of sponsors. You can see which ones are added each day here. https://www.govtrack.us/congress/bills/114/hr1062

Norm wrote an article a long time ago about taping a pack of ketchup on each side of the truss. Turn it to for and it bust, leaving a trail of evidence for you to see when you return.

I've been using a portable SkyGuardTWX I got off ebay for $600 to provide the OUT part. I use the Stratus 2 for in.

Unfortunately I don't have any gold bars sitting around, but do have a complete Accutrac and a couple of gold servo valves setting around. Perhaps I can trade them for a gold bar?

From what I have read they are working on a panel mount Transponder that includes ADSB out. The current stratus II will under the panel with it giving you in and out. The stratus will get its power, GPS and ADSB in signal from the transponder. https://www.appareo.com/aviation/ads-b-out/

I have quite a few Brittain parts also if anyone else needs anything.

I had the same problem last spring when we installed mine. Both the FP and MP were bouncing around. JPI did not want to offer up a snubbed when asked, they said it should not be needed. These work well. http://www.mcmaster.com/#orifices/=xcov6v

We mixed it 50/50 with aviation oil when assembling my engine. It was still a very thick solution that stays where you put it.

I have bladders and it shows 27.4 when full.

I think a reasonable solution would be to require the owner to go through some sort of training before them being authorized to work on their plane. This could be provided by type clubs such as MAPA where they concentrate the training on the same type aircraft that the owner would be maintaining. Lycoming already offers classes on maintaining and repairing their engines. This is very similar to what light sport is currently doing.

PS engineering PM1000 II intercom for sale. It was removed from my plane this afternoon in working condition. I'll include the connector, harness and jacks, but be aware that the harness had to be cut in a few places to get it out so it is not complete. I'll take $100. Also have KMA 20 audio panel that the front looks like new if anyone is interested in it.

The 1st plane we purchased several years ago was a cessna 150. It only used a quart of oil in the 1st 25 hrs. After the 1st oil change it started using a quart an hr and fouling plugs continuously. We replaced the cylinders with new, but were later told the the previous owner was putting STP in the oil. I would not have believed it would have made that much difference, but something did.

I perfer the long slender screwdriver style twister for the sump screen.

I made up a plug that I plug into the cigarette lighter and feed power in there. No need to turn the master on. I flip the alternator field, light, and pitot heat off when connecting. With these off the 10 amp power supply has always been enough to run everything else. With a 28 volt battery and 14 vdc lighter plug this will not work.

You need a small arm and hand to get the ones in the wings out. The 2 in the tail are easier to get out. You may want to look at all 4 carefully and see if there are other tears or perhaps some of the others may need retaping also.

It bothered me a little to start with but I got used to it. I perfer that to be sitting to close to the panel/yoke. It can be adjusted some with the rod end on the master cylinders, but don't get the bellcrank too for off its center of movement.

I'm pretty sure I have some -2 fittings that I removed when installing the engine monitor. I'm in Mexico this week but can look when I get home.

Be sure the person doing the work is aware of the mooney fuel tank AD. It requires that the drain passages under ribs not be sealed off. They are small and anyone not knowing about the AD might seal them off.

If you have the mounting holes for a shock you can use a turnbuckle where the shock used to mount to compress the nose gear. lub the threads on the turnbuckle before starting.

All the transducer fittings are -4 size. On my F model all the engine side fittings were -3 and -2. The transducers were mounted on the firewall. You will also need the proper crimper to crimp the transducer wires.

I have flight aware set up to email me when there is activity on my plane or a couple of friends. I got a notification That my plane was flying up north somewhere. Halfway through the flight it just disappeared. I assume they realized their mistake and corrected it.

Here is an accident that happened close to me last year. Not only was the pilot a CFI, but the 4 passengers were also CFI's. The local talk was that to begain with none would tell who was in the left seat. They had just delivered 4 new beeches and the accident plane was to transport them back home.http://www.ntsb.gov/_layouts/ntsb.aviation/GeneratePDF.aspx?id=ERA14CA397&rpt=fa

Here is a thread I started a while back. http://mooneyspace.com/topic/14346-weight-loss/?hl=%2Bweight+%2Bloss