N601RX

To weld Aluminum you need a Tig with AC output and a balance control to control the cleaning action. It also needs a high freq start so it will start without touching the workpiece. Most of the cheaper Tigs only have dc output. Mig with a spoolgun can also be used in some situations with reasonable results. My Tig is a barn find, a Miller 330 which was manufactured in 1959 and used for many years by continental to weld up cracked cylinders. I think it will do 460 amps on the high range. It still works well, but the newer ones weld much better.

The older transformer based 120 units just didn't work very well at all. Most of the newer inverter based stuff will work very well on 120 but you will be limited on output to the lower output setting of the unit. Then you can remove the plug adaptor and plug into 240 for full output. I have one of the miller inverter based plasma cutters that will work off either. It will do good on 3/32 material with 120 volts or will do up to 3/8 when plugged into 240.

I would suggest spending a little more and getting a name brand. I got a HF one back in the 90's and it requires constant adjustment and tweeting. As it heated up the output dropped noticeable even at lower settings. Perhaps they are better now. I later got a Miller unit and it never requires adjustment once set and feeds well. If you think you might want to weld aluminum Miller sells a reasonably priced hand gun that will feed aluminum wire. A few years ago Indiana welding had the best online prices. Although they are a little pricier there are some really nice compact portable inverter based stuff available.

I was one of the earlier installers of a 900 system and had pulsation on both the manifold pressure and fuel pressure. In reality both the fuel pressure and MP have natural occurring pulses in them every time the intake valve closes or the fuel pump cam rolls over. It appears JPI doesn't have sufficient filtering on either of these signals for some engines and the sensors are just reporting what they are seeing at that instant it time. I posted graphs of both before and after getting this resolved a few years ago. McMaster sells stainless NPT fittings with orifices as small as .010". If placed at the engine end of the hose they will remove the pulses nicely and also provide some level of safety if the hose ever came off or started leaking. My thought on why JPI isn't always willing to offer these up immediately is because it is not part of their TSO or STC and they don't wont to open up a can of worms.

Anyone can work on a home built. The repairman certificate only allows you to perform the condition inspection only on that particular aircraft each year. Otherwise the person performing the inspection must be an A&P.

Another thing is the thermal capacity of the parallel valve cylinder vs the angle valve cylinder. I had the charts for both a few years ago and think I posted them somewhere.

Several years ago I worked as an engineer at a large repair station/component manufacturer. If I remember correctly we were required to keep our work orders for 2 years before discarding them. They were always destroyed as soon as legally allowed. I personally would not place much value on an 8130 as long as there is another record of what was done and where it was done. It's just a piece of paper that is signed by a DAR after the work is finished who wasn't personally involved in the repair or overhaul of the part. You are often charged extra for it.

Is it possible for the gear to fall off? The gear is restrained by a snug counterbore in one direction and the oil pump shaft in the other. The failure mode is the dowel breaks and gear spins on crank. There was a local engine several years ago that was assembled without installing the bolt or lock plate. The NTSB concluded it ran that way for about 400 hrs before wearing into the dowel and finally breaking it.

For the members who may not be familiar with what Jim and Byron are talking about you can read the NTSB report of the seller here and form your own opinion. This is the same person who is the seller in the recent crash. I had also suggested the recent crash pilot read it before purchasing the plane. Be sure to read the entire report, especially the additional data section at the end and aircraft information section. https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20001205X00519&AKey=1&RType=Final&IType=FA

Wasn't this engine involved in a propstrike within the last 100 hrs?

I built some a few years ago. I think I had around $20 in them including the mounting hardware. The back piece was cut from a square piece of 4130 tubing. The picture was before cleaning and painting

Audio is here.

The correct material is 4130 in the Normalized condition.

The older planes use a hose off the passenger side fresh air vent down by their right knee to cool the avionics. There is a lever under the panel to turn it off if flying in the rain. Older stuff may overheat with it turned off.

As mentioned above a sinker edm will remove it or you can put it in an anodizing tank for a few minutes and the broken tap or bolt will be eroded away.

I'm not sure it was from lack of orders. I know someone who purchased a new 16 model and the delivery process drug out the better part of a year. Mooney missed one promises date after another.

There is a switch on the back that disables the adjustment knob on the front and uses a default preset value which you can change. The switch is recessed so it is unlikely to get flipped, but could be covered by some rtv. I have never noticed these causing noise. They spec the ripple at 15mv at full load I believe. The lighter plug on the front is also nice for powering stuff at home that you would normally have to take out to the car

Take a look at this one. I have several of them at work and they have never given any problems. Around $150, can order from ham radio outlet or others. ALINCO DM-330MVT http://www.hamradio.com/detail.cfm?pid=H0-003728

I built these about 5 years ago and have been happy with them. The legs are about 15" long each with leveling bolts and the original top inch or so of the ram was cut off just below the factory cross hole and a countersink hole was drilled in the top as deep as possible to match the LASAR tie down points. The locking collars were machined out to match the ram diameter and were tested on a press to have a slip force greater than 5000lbs. Wood of is strong across the grain but has very little strength along the grain, especially when the pieces are glued together.

Have the 2 bolts that hold the caliper together been over torqued? These bolts are very close to the piston cylinder wall and if over tightened will lock up the piston. The torque spec can be found in the Cleveland manual.

High EGT and an erratic EGT when LOP.

The same thing happened in south Fl with a foreign student 2 or 3 years ago. She took the plane out one night and crashed. The owner immediately said she didn't have permission for the flight. https://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20150113X22629&key=1

Next time your down there try reaching them on 121.6. I believe that is their remote outlet located on the field.

I thought at one time they had a repeater located on the field at destin?

Here is the part I was referring to that was similiar. I think he was trying to get you to ask for a vfr departure when you could only make out him saying how . This would have allowed you to meet item 4 below. Under very special circumstances, an IFR aircraft may takeoff from Destin VFR. Four conditions MUST be met: 1. You must have received your clearance from Eglin Clearance Delivery and told to “hold for release.” 2. The weather must be VMC and you must be sure you can maintain VMC until you establish two way radio contact in the air. 3. You must be Number 1 at the active Runway, awaiting release, and 4. You must have requested release from Eglin Departure and Eglin has advised that you should expect an X minute delay for arriving IFR traffic. In this case, you are being held to preserve IFR separation with someone else in the area. If you ask for a VFR departure to pick up your IFR in the air, Eglin Approach will generally allow you to do this under these special conditions. Sample Transmission: