N601RX

I have a slide in replacement I removed this year when I installed my engine monitor. It was purchased new in 2002 and was working correctly. I'll have to look and see if it is left or right.

I remember some props that were having intergranular corrosion that was starting under the label. I don't remember if it was an AD or not, but seem to remember something about the manufacturer wanting everyone to remove the labels.

Here is the actual reg after the change. The reg itself is not specific to experimental or certified planes, but the end of the 1st line still uses the language "has equipment installed". 91.225 Automatic Dependent Surveillance-Broadcast (ADS- Out equipment and use. (a) After January 1, 2020, and unless otherwise authorized by ATC, no person may operate an aircraft in Class A airspace unless the aircraft has equipment installed that— (1) Meets the performance requirements in TSO-C166b, Extended Squitter Automatic Dependent Surveillance-Broadcast (ADS- and Traffic Information Service-Broadcast (TIS- Equipment Operating on the Radio Frequency of 1090 Megahertz (MHz); and (2) Meets the requirements of § 91.227. ( After January 1, 2020, and unless otherwise authorized by ATC, no person may operate an aircraft below 18,000 feet MSL and in airspace described in paragraph (d) of this section unless the aircraft has equipment installed that— (1) Meets the performance requirements in— (i) TSO-C166b; or (ii) TSO-C154c, Universal Access Transceiver (UAT) Automatic Dependent Surveillance-Broadcast (ADS- Equipment Operating on the Frequency of 978 MHz; (2) Meets the requirements of § 91.227. * * * * *

http://www.navworx.com/products-PADS-B.php

http://www.avweb.com/avwebflash/news/FAA-Amends-ADS-B-Rule223533-1.html Here is more. Some are interpreting that this may not be limited to experimentals. Quote: Originally Posted by FAA Background On May 28, 2010, the FAA published a final rule entitled, ``Automatic Dependent Surveillance--Broadcast Out Performance Requirements To Support Air Traffic Control Service'' (75 FR 30160). In that final rule, the FAA established Sec. 91.225, which provides the ADS-B equipment requirements necessary to operate in certain classes of airspace effective January 1, 2020. Under paragraph (a)(1) of that section and in order to operate an aircraft in Class A airspace, an aircraft must have installed equipment that ``meets the requirements of TSO-C166b.'' Under paragraph ((1) of that section, in order to operate an aircraft below 18,000 feet MSL and in identified airspace described subsequently in Sec. 91.225, an aircraft must be equipped with equipment that ``meets the requirements of TSO-C166b; or TSO-C154c . . .''. In reviewing these paragraphs, the FAA notes that the regulatory text implies that the equipment must meet all the requirements of the referenced TSOs. As the ADS-B Out rule is a performance-based rule, it was not the FAA's intent to arguably limit operators to only install equipment marked with a TSO in accordance with 14 CFR part 21, subpart O. The FAA's intent was to permit equipment that meets the performance requirements set forth in the referenced TSOs. Evidence of that intent is found in the Notice of Proposed Rulemaking (NPRM) for this rule. In the NPRM, the FAA proposed in Sec. 91.225(a)(1) and ©(1) that the equipment installed ``Meets the performance requirements in TSO-C-166a'' (72 FR 56947, 56971). The inadvertent removal of the word ``performance'' in the paragraphs implementing these provisions in the final rule was in error and resulted in confusion as to whether the regulation permits other than equipment marked with a TSO, provided that equipment met the specified performance requirements.

Also an IFR cert on the transponder, encoder, altimeter and static system.

I've saw large headed pop rivets used. http://www.aircraftspruce.com/catalog/appages/cowlsealhardware6.php?clickkey=4237

Are they familiar with AD 85-24-03? I know a local AP who did some mooney tank work and was not aware of it. He painted over everything with the new sealer, including the rib drains.

On the rare ocasion that we have 2 planes wanting to depart or having a group fly out for breakfast we will usually back taxi in groups of 3 and then depart. I've also saw planes doing a run-up in the turnaround area while another plane lands.

After watching the video a couple of weeks ago before it was posted here my initial thoughts was that the rotor wash spooked him on landing and he then botched the go around. Although I had done several go arounds during my transition training, the 1st one by my self several months later was a real eye opener. I pushed the throttle in, I was slow and just above the runway. The nose pitched up and the wings started rocking and it would not climb or gain airspeed. At that point I realized what was happening and pushed the nose back down and let airspeed build back up. One of those things you remember next time.

I'm at 14j just west of enterprise. It sounded very busy over there. What is gas prices over there? We are at $3.74 now.

Today was probably the nicest day we have had this year, so I took the Mooney up for a while. Usually there is 1or 2 planes flying at our airport on a Saturday. Today there was 10. Once I got up in the air I realized it was busy everywhere. It was the most radio traffic I have heard in a long time. Perhaps the cheaper fuel helped also.

I guess the crank gear is captured pretty well by the counterbore in the crankshaft and the oil pump shaft. It looks like gear just slowly wore into the dowel until it broke. There was no witness marks of the bolt ever been installed or torqued down on the gear or threads. I was very skeptical that it would run that long also after the CFII who was in the plane at the time told me what happened. Here is the report. http://www.ntsb.gov/_layouts/ntsb.aviation/GeneratePDF.aspx?id=ERA12LA234&rpt=fa

I was in in a situation last fall where I would not have continued on if I had not been able to talk to them. I was VFR between 2 layers. Without talking to them I was not comfortable remaining there and was about to backtrack and land. They talked to someone at my destination and verified that it was clear and told me the bottom layer should disappear in about 20 minutes.

Someone posted it for sale here on mooneyspace. I don't think your going to see many of these used for sale. http://mooneyspace.com/topic/14066-fs-pcu5000-ath-1/#entry186811

There was a case just south of where I'm at that the crank gear bolt was left out entirely at overhaul. The engine ran for almost 500 hrs until it finally broke the dowel and left the instructor and student floating in the bay until rescued.

Here is security camera footage of the plane hitting the tower. It looks like he was well below the clouds. http://www.everythinglubbock.com/story/d/story/security-camera-catches-plane-crashing-into-tv-tow/56106/TnuK1fuxw0CrqUXjhP797g

I purchased some prc from them last year. The shipping was slow, but ok otherwise.

I'm pretty sure the new cable I just purchased from Mooney is a twisted cable. I'll look and see.

The part I ordered from Maxwell was actually shipped from Direct from Mooney on the same day I ordered it.

Based on previous post from a few years ago it was around $20K

I think McFarland does sell one of the cables either prop or mixture as a PMA product so you may want to check with them on that cable if your changing all 3 of them. I would be more concerned with the mixture cable than prop cable. If prop cable breaks the spring will pull it to fine pitch.

Here are the prices from Maxwell and McFarlane for a F model throttle cable. The difference was $11.80 which would not even cover the shipping to send the old one back to McFarlane for duplication. There may have been a time a few years ago when Mooney was in hibernation that the McFarlane option was the best way to go, but that doesn't seen to be the case now. From: Don Maxwell Sent: Wednesday, October 01, 2014 3:49 PM To: Armstead, Michael Subject: RE: Throttle cable for 67F I have one in stock, $386.80 Hi Mike, The cost to manufacture the control is $375.00. The lead time is 2-3 days. It will not be FAA-PMA approved; you will be responsible for obtaining the appropriate approvals. We do provide a job order that lists the materials and inspections to aid in the approval process. Can you send in your control with a signed statement requesting us to duplicate the control? If you need anything else do not hesitate to ask. Regards, Tim Paine McFarlane Aviation Products

I'll have to check tomorrow when I get to work. If I remember correctly it was $386 for the F model. Also go ahead and put a real rod end on the end of the cable if it still has the ball on a stud type end.

I had to buy a new one about 3 months ago. Maxwell was only $16 more than McFarland and he shipped it to me the same day. After I would have paid to shipped the old one back to McFarland, they would have been within a couple of $ of each other. If the C bolts into the sump like the F it is difficult to remove and replace the bolts due to muffler clearance.