N601RX

I had a similar problem about a year ago. I ended up going with the best progressive lens I could get. They were pricy, but I have been very happy with them. The peripheral vision is very clear, with cheap progressives anything not directly in front of you will begin to get out of focus and you will be turning your head towards whatever you are looking at. http://mooneyspace.com/topic/10777-optometrists-bifocals-medical-renewal-question/?hl=bifocals

I updated my EZtrends about a month ago and have not had any problems, but I'm not sure if that would be the latest version or not.

Something sounds familiar about this. Wasn't there someone on here back earlier this year wanting to buy a cheap Mooney while they worked on an RV10? Could be the same person?

Here is the access panels on the SWTA kit. It gives decent access .

The SWTA window has not been available for the last 4 years or so. I probably installed the last that was installed earlier this year. I got it from someone who had purchased it new several years ago and never installed it. The person who owned it lived close to Russell and new him well. Since Russell new it had never been installed SWTA agreed to transfer the STC to my plane for a small sum of money. He also said that he would not transfer the STC on a kit that had been previously installed. If the part 23 rewrite ever happens it would be easy to duplicate the SWTA install by purchasing a 201 window from any supplier and 201 retaining strip from mooney. The only other parts needed are just standard AN hardware.

I have the SWTA 201 window mod. The access panels are large enough that I can get my hand in and reach over to the center where the mag vibrator is mounted. I can also remove the radio trays but leave the tray backs and wiring in place in about 15 minutes and this gives a large opening to access stuff through.

The older F's used a 60mv shunt, so I had to use the one supplied with the 900. You should be able to turn on a couple of higher current devices like pitot heat and landing light and measure the voltage across the shunt. From that it will be easy to tell if it is a 50 or 100mv shunt.

When you remove the inspection panel mentioned above if the sender is the problem there will be blue stains coming from around it also. If not then the cost goes up.

The outboard fuel sender may need to be tightening up a little.

It would appear so. http://www.scpr.org/news/2014/10/20/47521/palmdale-county-officials-blast-union-in-fight-ove/

No, all I have left is a oil pressure and fuel level. They both read correctly and the fuel gauge is only a few years old.

For that price it's going to be very difficult for them to buy the materials an pay the amount of manual labor necessary to completely strip and clean up the old material. Are you sure he is going to completely strip the old stuff? Tell him you want to see it after it's completely stripped before the new sealant is applied. For that price it's much more likely that he plans to brush a new coat on over the old stuff and call it a reseal. How many hrs does he plan to spend on it and what is their hourly rate? The numbers just don't add up.

I don't think anything is wrong with the leather itself. The needle holes are just so close together that they overlap or almost overlap not leaving enough material to hold it together.

Here is the link to the ari mod. I had looked seriously at it before I found a true 201 cowl. The ari closure itself is pretty reasonable, but the 201 spinner you have to buy to go with it is about 2k. If you I can find a used spinner it would be much more reasonable. https://www.aeroresourcesinc.com/account/index.php/productss2?sub2=Mooney

They were giving rides here the week after.

What kind of problems did you find with the prebuy? It sounds like you were involved with the prebuy. There is a lot of screening that can be done before taking a plane in for a prebuy if you know where to look. This includes physical inspection, log review, FAA cd review, check all 337's and STC's, accident database, flight test including checking all equipment out. Also talk with previous mechanic. They may tell you known problems or things that have been deferred. You can also ask them to start with the most common areas of problems and stop the prebuy and call you as soon as any serious problem is found.

Here is the piggyback probe that jpi currently sells. I noticed a difference in cht when I removed it and replaced the 830 with 900 which used all bayonet probes.

It looks just like and mounts like the spark plug ring but is the diameter of the bayonet probe.

I really like the flyer and am not trying to "poke holes" in the front page article about insurance. However, it was stated that 1M smooth coverage is difficult to get. This agrees with most of what I have read from various online sources, However when I renewed my coverage this year I asked my agent about it. I was able to get a smooth 1M policy with 100 Make/Model, a little under 200TT, and no instrument rating. It cost S1700 vs the S1400 I had been paying for 100k sublimit. If its something you feel you need or want, talk to your agent about it. You don't have to have 1000's of hrs or an instrument rating to get it. The underwriter I was currently with was the only one who would quote it.

I attached mine to the top of the baffling as shown in the picture several post above. This keeps them out from under the cylinders where it is hot and sometimes oily. After 3 years they are still nice and clean.

A newly honed cylinder will have sharp ridges due to the crosshatch. These will go away pretty quickly, but during the 1st 5 hrs will make a lot of really fine particles. After installing new wrist pin caps which are now brass you can hold the filter media up to the light and see a gold tint to it. This will go away after the 1st oil change.

The Lycoming operators manual for the IO360 doesn't list a takeoff fuel flow, but does give a best power fuel flow of about 16.5gph for 200hp. Full rich would have to be something higher than this. Also which fuel flow do you have? I've saw some pictures posted on here where the installer ignored everything the STC said about the mounting parameters of the transducer.

Your seeing egt's about 300 below peak which is consistent with being very rich. At 15gpm and full power I don't think you would be anywhere near 300 deg less than peak. Lycoming specs best power at a little over 16gpm.

I'm seeing a little over 19 at near sea level conditions. From a flight Sunday afternoon at takeoff. FF=19.1 RPM=2706 FP=24.2 EGT=1200 MP=28.9 OAT=66 Perhaps your fuel flow is reading low at high flow?

I got several quotes for a charter work trip Mexico last week. The going rate per hr seemed to be around $2000 per hr with a 2 hr per day min plus crew expense if the plane was going to wait for you. Otherwise you had to pay for its return trip on both legs. 20K seems high, that's what the quotes were I was getting for a trip from Alabama to central Mexico.