N601RX

It's a good idea to order one any time you have a lot of work done that involves 337's. Otherwise it's possible the shop forgot to mail it, mail lost it, or faa put in the wrong folder.

The CD is the only way I know of.

If you don't mind waiting a week or so you can get the history cd directly from the faa for $10. If you need it sooner use the company John mentioned above. If the number has changed there will be a copy of the paperwork when the new number was requested. http://aircraft.faa.gov/e.gov/ND/

I've purchased both an JPI830 and 900 in the last 3 years. Both worked very well. There is major money to be saved if you can wait and purchase it during a major air show.

An Inflight fire would be terrifying, but are not that common. I think a much more common fire, is after a loss of control landing of forced landing off airport. In these situations the person is injured or stunned to the point they are unable to make a quick exit from the plane. In this situation shoulder harnesses or airbag will be much more efficient in preventing burns than a fire extinguisher.

MIL-T-27730A covers the tape and specifies that it has nothing in it that will make it combustible or give off dangerous fumes when exposed to heat. It was replaced with A-A-58092.

I'm surprised they didn't just order an RV kit and then set up a assembly line and start producing knockoffs.

It's also possible the trim indicators are not all adjusted the same. It's just a lawn mower throttle cable held in place by clamps.

Mine uses a 3/8 hose, and as mentioned above if the oil is very hot the hose can come off it not tied. I buy a 25' roll of clear flex tube from Lows and cut off about 3 ft each time.

I purchased a Yaesu a couple of years ago. The model I got had VOR and weather band. Very well built, no plastic. You can see a picture of it about 1/2 way down the thread below. http://mooneyspace.com/topic/10048-interesting-mystery/?hl=yaesu#entry115658

http://www.restek.com/pdfs/308-02-001.pdf http://themedicalgas.com/page12/page13/Sealants.html

I did the same thing 3 years ago. Take your time and it will go fine. Something to be aware of is that the lycoming overhaul manual is not complete. Instead of publishing a new manual they just issue service bulletins. Not all of them are referenced in the manual and not all of them are published on lycoming a website. The only way to get them all is to buy a subscription to them for a year. There is several hundred of them and you will have to read through them and see which ones apply. Then print all that apply out and arrange them in the order you will be assembling the engine and for the longer and more complex ones highlight the parts that apply. You will have to the continually go back and fourth between the overhaul manual and sb's. The devil is in the minor details, such as knowing which bolts to torque wet and which ones to torque dry. Some years lycoming has a seminar at Oshkosh and SunInFun where they assemble and engine exactly as they do at the factory and point out details that might otherwise be missed. They also teach a regular weeklong class.

It would be nice if this rule was tweaked a little to allow the coworker to go along and still receive compensation. Another good change would be to allow an owner to recover more than gas, oil and parking expenses. You can rent a plane and that rental cost can be split up, but if you use your own plane then you can't split any of the cost associated with owning and maintaining it.

The ones I purchased were sewn and we had to put the plane on jacks and remove a bolt from a rod end to slip them over the rod. Then attach them with weatherstrip glue. The ones aero comfort sell are leather and don't have Velcro.

I looked back at some notes I made when I put my jpi 900 in and something close to 0 ohms represents empty and something close to 60 represents full. One of the senders is grounded to the airframe and the other is floating. It sounds like the one that is floating may have had something happen and now be grounded on one side. This would give you 30 ohms and make it show half full. Another possibility is that one of them isn't floating and is stuck on the bottom of the tank.

For the planes with 2 senders per tank, one inboard and one outboard they are wired in series. Each sender is 30 ohms for a total 60. If your reading 1/2 full when you know your full it's likely there is a problem with one of the senders.

Hector, there are some legal opinions from the FAA legal staff dealing with accepting compensation from your employer while a coworker is on board. It's ok to take the coworker and you and him split the cost, but it's not ok for you to accept any reimbursement from your employer as long as a coworker is on board. If it's just you then the reimbursement is fine. All this is assuming you have a valid business reason to make the flight. This if from one of the opinions. "Section 61.113(a) states, in pertinent part, that a private pilot may not, for compensation or hire, act as pilot in command of an aircraft. An exception to that section states that a private pilot may, for compensation or hire, act as pilot in command of an aircraft in connection with any business or employment if the flight is only incidental to that business or employment and if the aircraft does not carry passengers or property for compensation or hire. Thus, in this scenario, where you are only transporting yourself to the business meeting, you may be compensated for the expense of the flight. See 14 C.F.R. § 61.113(. In regard to whether you may seek reimbursement from your employer for transporting your colleagues, since you are transporting people to the meeting, the allowance for the flight to be conducted for compensation or hire (i.e., reimbursement) under 61.113( does not apply. The exception in paragraph ( allows you to use your private pilot certificate only for compensation or hire if the operation is incidental to your employment and you are not transporting other passengers or property. Thus, because you are transporting people to the meeting, you may not seek reimbursement from your employer for this flight under 14 C.F.R. § 61.113(. You also question, in regard to this scenario, whether § 61.113( c) would allow for you to seek the same expense reimbursement from your employer that you sought in the first scenario. It is important to note that section § 61.113( c) allows a private pilot to seek reimbursement only from his or her fellow passengers, not a third party, such as your employer. " http://www.faa.gov/about/office_org/headquarters_offices/agc/pol_adjudication/agc200/interpretations/data/interps/2009/mangiamele%20-%20(2009)%20legal%20interpretation.pdf

The local favorite in the Pensacola area. http://www.bayminetteaviation.com/ But depending on who is traveling with you, this may be a better choice. http://www.fergusonairport.com/

Scott, Are these a few of the many post you were referring to? "OVERPRICED AND UNDERACHIEVING" http://mooneyspace.com/topic/178-avionics-upgrade-gps-in-panel/page-3 http://mooneyspace.com/topic/187-king-or-garmin/?hl=garmin#entry6458 http://mooneyspace.com/topic/237-control-wheel-upgrade-and-530/?hl=garmin#entry6617 http://mooneyspace.com/topic/290-avionics-upgrade-to-garmin-radios/page-2?hl=garmin#entry6596

If its strictly a cooling problem, I would think that you should notice it getting better or at least happening at a higher altitude now that the weather has cooled down. If it is altitude related it may be an alternator arcing like Rob mentioned or a mag starting to misfire. I think I would take it up to an altitude that causes the problem and try turning pulling the alternator main and field breaker. If that doesn't help then I would try each mag separately or possibly even both mags. That will rule out 3 things that will be difficult to rule out on the ground.

If avionics need external cooling the Manufacturer puts a round inlet on the back of the tray to slide the flex tube from the fan over.

I used this one. I didn't have enough room for anything larger. https://www.aircraftspruce.com/catalog/avpages/cyclone21.php

I would say skip the new prop and just have the old one resealed or overhauled if needed. The savings will get your tanks resealed if needed.

Your plane probably doesn't have a cooling fan, unless someone has added one. The older ones came from the factory with a cooling louver behind the radio stack hooked up to a ram air vent to the outside. Not a good idea for cooling modern stuff. I was having cooling issues in the center of the stack (KNS80). We removed the ram air and cooling vent and added a fan with a tube the the rear of each piece of equipment. I haven't had any problems since.

My plane had set for 8 years in Southern Georgia and had only flown for 26 hrs during that time. A few of the years the only flight was to the shop to get the annual. When we took it apart we found corrosion on most all the steel parts. The crank and rods had some minor spots of them, but they were able to polish them out and grind the crank. The lifters, cam,wrist pins, geartrain all had pitting and had to be replaced.