N601RX

I had emailed them today and recieved the following reply. The prices were less than I expected. I also talked to another pilot from Auburn today who did it recently and it went smoothly. Good Morning Mike, I will be happy to provide you with the requested fee’s for your Mooney. Landing Fee: $6.00 Collected for the city of Atlanta Security Fee: $5.00 Facility Fee: $40.00 (this fee can be waived with a min. fuel purchase of 15 gallons or a top off) Overnight Fee: $20.00 per night Drop Fee: $20.00 (if your plans change or for any future trips, this fee is applied in place of the facility fee for a quick turn) We would be delighted to have you come and visit with us this Sunday! If you do decide to come see us, please feel free to contact us at ATL@landmarkaviation.com or by phone 404-761-1960 or you can go to Landmarkaviation.com to make a reservation, so we can look forward to your visit! If there is anything else I can assist you with, please do not hesitate to contact me. Thank you!

If the glide slope flag comes up and works correctly when doing a gps approach then the indicator and wiring is fine. It's most likely a antenna/coax problem or a problem with the diplexers that splits the localizer and glideslope signal. Does the localizer work? If so that rules out the antenna and coax up the the diplexer.

Has anyone actually landed at ATL? I've always assumed it would not be very practical, but after some reading I've found a few people who have dropped off or picked up passengers at Landmark there. Landmark will bring them around to the FBO for you. The fuel is very high but the landing fees are less than I expected. I was considering flying the Mooney there and then catching a commercial flight to Denver for a couple of days. If landing on the north most runway the FBO is very close and easy to get to.

Either one can be purchased used and installed by an AP. Another way to get around the dealer install/warranty is buy a case/install kit off ebay or other online source, install it and then fly to a dealer and tell them you had a garmin or PS engineering and want to replace it with the other. Most avionics can also be purchased mail order from a dealer if you tell them it is going into an experimental. Some will ask for the N number, others don't seem to care. You really don't want to start splicing several wires on an audio panel. If the harness was cut off when removed, build a new one.

I think the 8000's and up use the same rack and general pinout as the garmin 340's and up, the ones before that did not. There may be an extra input or 2 on one that the other doesn't have, but the pins to the basic features are the same.

The last few releases of audio panels from both Garmin and PSEngineering seem to have standardized around the Garmin 340 pinout and rack so its just a matter of sliding the new one in. I recently purchased a 340 that was less than a year old from someone who decided that that they wanted one with built in Bluetooth. They included the 340 with the new rack and install kit for $700 and I spent an additional $160 on wire, stereo jacks, and supplies to install.

My pcu5000 works great and saves a few lbs also. It is also much smaller and gives a little more hand room to access the rear of the engine. You will have to change the 4 mounting studs to install it.

I think he may be referring to the 50 amp breaker that supplies the entire Aux bus? If it is wired like the slightly later models then the light, pitot heat, strobe, fuel pump, alternator field and a couple of other things are fed off the same bus but each device then has its own breaker/switch. if this is the case it is likely a faulty, loose or corroded circuit breaker.

Laser has them new, they were about $350 a few years ago. It will have to be match drilled to the deck underneath. A used one is going to be already drilled and not match your existing holes. With a hole finder from spruce and a supply of clico's it isn't to bad of a job. Measure and fit many times and only drill once!

Many of the joints are under the belly and behind panels. Are you going strictly by tach time to determine that you are 20 hrs away? http://www.ecfr.gov/cgi-bin/text-idx?c=ecfr&rgn=div8&view=text&node=14:1.0.1.1.1.0.1.1&idno=14 "Time in service, with respect to maintenance time records, means the time from the moment an aircraft leaves the surface of the earth until it touches it at the next point of landing."

For those with children in college, Encourage them to consider a Coop program while in college. We have 6 engineering Coop students at work from Auburn who work with us for a semester and then attend school for a semester. They alternate every other semester with 6 additional students. I believe the going rate is over $20 hr now, so in addition to saving some money to help with their school they also graduate with work experience and in most cases a job offer a few months before they graduate.

Here is interview with pilot. http://m.wpbf.com/news/exclusive-plane-skids-takes-off-without-landing-gear/32514186

Anyone know if the new planes have airbags?

http://www.smokymountainaeroplanes.com/planes/1967-mooney-m20c-electric-gear

Check the stereo/mono switch on the headset.

Is fuel pressure listed as an operation limitation in you POH? If so it is required to be primary also.

Read the note carefully, It says you may do it on the airplane if the following requirements are met.

What Cliff is talking about is directly stated in chapter 9 of the lycoming direct drive overhaul manual so it is regulatory if you are using the overhual manual as your source of approved data to complete the work. Its also summarized in a service bulletin which is not. It clearly says that the airframe gauges are not to be used and calibrated external gauges must be used. I attached the page.

You can get the EDM900 for around 3K.

The techs that are capable of doing component level repairs have been slowly retiring and are being replaced by installers who know nothing about component level stuff. I have a few of the king repair manuals if anyone ever needs a copy of a page or two from one of them.

If the data from the encoder to transponder is serial, a single valid reading at any altitude is consider good enough for a correspondence check. If it's parallel Gray code them the short version of the correspondence check is required unless the transponder uses "high reliability" connectors. There is an AC that covers this.

That's the same size as standard lawn mower cable.

It may be that the prop stop fine pitch bolt is set incorrectly and not letting the prop go to the fine pitch setting. Also some governors have 2 screw like the one in the picture. Look around on the other side and see if there is a second one.

I would try cleaning the two high injectors and if that didn't help look at the plug/mag.

Is it possible that the cylinder with an egt of 1460 is only running on one plug?