N601RX

I don't see how this could be much if any improvement over the shower of sparks if it's working correctly. It's already a very hot continuos fire over a window of several degrees. If adjusted correctly the SOS is already maxing out the coil current. For an impulse coupling mag it would extend the duration of the spark window. http://mooneyspace.com/topic/8019-hard-to-start/?hl=%2Bshower+%2Bsparks+%2Bvideo

The new bill also has some language in it that states that if the faa doesn't implement it within 180 days they can no longer bring a enforcement action against any who does not have a 3rd class medical. Looks like congress learned their lesson last time. There is also liability protection for pilots on charitable flights.

Now on ebay. http://www.ebay.com/itm/381170397181

One thing to keep in mind is that an aircraft engine is mostly aluminum and expands and contracts a lot. If you look at the engine you will see that lycoming has made allowances for this. Intake tubes are mounted rigid at one end, and have some sort of slip joint or rubber coupling at the other Baffling is made in overlapping pieces Pushrod tubes are spring loaded Oil return tubes have rubber joint at one end The exhaust must be able to expand and contract also. If the slip joints don't slip then it gets flexed back and fourth a little each time until it cracks.

Stress, frozen slip joints and vibration are some of the more common causes

Rather than switch tanks ever 1/2 hr or hr, I've started switching every 10 gallons per the fuel flow. It makes it easy to keep up with how much is remaining in each tank and I don't have to account for how much used on taxi, climbout or cruise.

Next time it happens look and see if it has your plane listed under ownership. See attached. This is with 978 out and a stratus 2.

I have the original paperwork for my 67F. I think is says $16,000 with all options.

I have mine set at 14.2- 14.3. The last one was 7 years old when I removed it and it still cranked the plane. I've been using it around the house for the last 3 years and it still holds a good charge. The Concord RG's have a very low self discharge rate. As long as the alternator is fully charging it and it's not sitting for several months at a time there is no reason to keep it on a mantainer.

A few years ago garmin was a large hardware company. Smartphone apps have replaced a lot of that business.

My plane was always slower than speeds others were reporting. The controls felt heavy although they were well lubed. The autopilot was sluggish. But it flew straight hands off. Another local member was nice enough to let set his travel board on on the wing. To my surprise the flaps and ailerons were both rigged down 6 deg on one side and 8 on the other. After correcting this I picked up about 6 knts, controls lightened up considerably and the autopilot operation is completely smooth now.

Are both your batteries deeply discharged? Try topping them off with a electrical charger 1st. It may be possible under a discharge condition they draw more charging current than the breaker can handle. If the breaker is weak this may be exaggerated.

I know most people on here would never purposely do anything wrong, but honest mistakes do happen. With online logbooks that have cloud storage its very likely that ever change or edit is recorded and logged as well as daily backups. IF there is ever an accident or violation, you don't get a chance to make sure everything is in order. Your logs could be subpoenaed as well as any edits you make.

The only thing I would add is that if your fuel gets below about 9 gallons the pickup will unport on a long sideslip if the fuel is in the low wing.

Does the fuel gauges have a number on them? My originals were marked in lbs.

Many planes are still flying around with 30-40 year old coax that is in pretty bad shape. Extra should be coiled up loosely, not exceeding the min bend radius. I had some I my plane where some well meaning mechanic had bent it back and fourth on itself and pulled it down tightly with cable ties. That destroys the impedance. If it looks bad replace it with RG400 which is low loss and double shielded. It will be a light tan color while the old RG58 is black. Also on an otherwise corrosion free plane you may find a white layer of powder between the antenna and skin if it's never been removed. This will keep the antenna from working correctly as it doesn't have a ground plane. Look at the ends, if the coax is not supported correctly they may look like the one in the picture that was causing problems. Notice the shield it completely broken. You will also have a diplexer behind the panel that splits out the localizer and glideslope. There is also a bulkhead bnc fitting where the coax from the nav antenna passes from the tail into the empennage.

Any ifr gps can be installed under the supervision of your IA.

He good thing about the stratus2 and newest garmin 39 is that they hold their value really well. It wouldn't cost much to sell either one and buy the other. With a little looking you could probably find someone to swap with you.

Here is another thread about it. I have the stratus2 with it and it seems to work correctly. It's pretty flat where I live but we have a few tall towers that show up nicely http://mooneyspace.com/topic/13911-foreflight-just-announced-synthetic-vision/

I've not had good luck with used gyros. I've purchased a few that were working fine when removed. They worked fine for me and then failed within 50 hrs. The problem seems to be that a lot of these have set on a shelf for an extended period of time or been involved in a mishap/ part out. Manufactures have put a shelf life of 6 months on their new products for a reason. At 6 months they require them to be hooked up and ran for I believe 30 minutes. I would perfer to buy a cheaper non working one with a clean face as a core and send it in for a fresh overhaul myself.

This is how the SWTA conversion does it.

Here is a list of which engines are used in different planes. I believe you could remove one of the mags and look around in the bottom end pretty well with a scope. http://www.pennyanaero.com/lycoming-360-series-engines.asp After looking at some pictures I made while we were putting my engine back together it looks like the holes that go from the accessory case up into the crankcase are more more ligned up with the governor mount than the mags.

Can you share the details of the repairs? Skins replaced, patched ,dents removed ect?

Val is a good example of a company that makes Nav receivers and radios that "Meet or Exceed the TSO" but are not TSO approved. Their products are considerably cheaper than companies who sell TSO products. http://www.valavionics.com/nav-2000.html

David replaced his original cluster with the Mitchell gauges via a 337. He documented it in a thread you should be able to search for it. If your not interested in a primary engine monitor, another option is the digital aerospace logics fuel gauge. I think it's around $600