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N601RX

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Everything posted by N601RX

  1. Most of the links are just 1st hand accounts of what happened and why it happened. If you don't like the links then don't click on them, for others they may at least make them be more careful if they decide to to touch and go's. Yes, I've occasionally done them before, but because of post like these if I do I run through a mental checklist between the "touch" and "go" Do you feel that the pilot who originally started this thread should not be allowed to read 1st hand accounts of mistakes others have made and learn from them? As a couple of them stated, that's why they made the post.
  2. A 30 year old connector is just a place for a problem to happen. Most all avionics wiring today is device to device with just wires between them. Mooney likely put the connector there originally so they could lay the airframe wiring in early on and the plug in the avionics after the airframe was completely finished.
  3. http://mooneyspace.c...nd-go-incident/ http://mooneyspace.c...ive-brain-fart/ http://mooneyspace.c...ps-on-roll-out/ http://mooneyspace.c...elp/#entry37175 http://mooneyspace.c...ident-at-chino/
  4. I think some of the flight reviews on the MAPA site mention the yaw in the short bodies.
  5. The #1 egt not falling off like the the other three may by a spark plug problem in that cylinder. It may be firing fine when ROP, but is marginal when LOP. Swap the 2 plugs from that cylinder with another cylinder and see if the problem follows.
  6. The jet center in Pensacola has a couple of restored 1969 GTO's for courtesy cars
  7. I know someone who was big into gyros a few years ago. I think I remember him saying the biggest risk was unloading the blade and chopping off the tail. Then someone added a small wing attached to the pitch to give positive feedback to the stick.
  8. That gets very tricky. It depends if it is an A&P doing the overhaul or a repair station. If it's an A&P then their going to use the lycoming overhaul manual as their approved data. If I remember the language of the overhaul manual correctly it only recommends following SB 240. If it's a repair station they may not have as much leadway as they are going to have to follow their operations manual. If their op manual says that x,y and z must be one for it to be an overhaul then that is what they have to do. Keep in mind that most real overhauls are going to include a lot more parts that what SB 240 calls for.
  9. If you think their website is good, you should go inside the facility. Their order processing and handling is amazing. The Atlanta distribution center is huge. Last time I was there picking up something I think I remember something like 25 or so UPS semi's backed up to their loading docks.
  10. The high price may also be the shop saying they don't want to get involved. With the title of this thread, and being almost assured that you are going to be drug into whatever legal action happens as well as possible a unwanted visit from the FSDO I know a lot of A&P's who would pass on this job.
  11. There used to be an stc to install a vernier cable. I with the exception of landing I just push the throttle to the firewall and leave it and use the vernier on the mixture to control power.
  12. Good job and good interview. http://www.myfoxal.com/story/26559243/pilot-who-survived-clanton-plane-crash-thankful-to-be-alive
  13. Check with the person in the for sale section who is parting out the J. I purchased the cowl and some other parts from him. He is not a regular member, but I have his phone and email address if he doesn't answer a pm.
  14. I've also found it easier for remove the front bulkhead and then get a good fit with the tape and front bulkhead. Once you get a snug fit then reinstall the bulkhead in the spinner.
  15. Yes, ring inside is the front bulkhead. It is a loose fit on the front of the prop and you have to wrap the prop with the correct tape to make this a snug fit. Mooney has a service bulletin that shows how to do this. You can find it on their web site.
  16. I installed an JPI 830 in my plane a couple of years ago. The plane was already opened up for some other work. I didn't keep up with the exact hrs, but it was done over a weekend. Most of the time was figuring out the best way to route the FF transducer and fishing the wiring out to the wing for the OAT. Earlier this year I removed it and put in the JPI 900. I was able to leave most of the main harnesses in place, but had to replace a few of the sensors that were different and add one new harness. The most time consuming part of this was fishing new wires out to the outboard fuel senders and then calibrating the tanks. I worked on it every afternoon after work for about a week, so probably 18 hrs to remove parts of the 830 and install the 900. These engine monitors are not difficult to install, they come with complete harnesses already made. You have to crimp a few ring connectors onto the sensor end of the harnesses. It can be done by a local A&P much cheaper than at an avionics shop.
  17. The Brittian STC directs you to connect it to the Standard LT/RT deviation output of the "Nav Source". Do you really need Aspens or Garmins approval or certification to do something the Brittain STC has already given you permission to do? If the answer is yes then every Brittain install that is connected to a 430/530 or any other King or Garmin GPS or radio is illegal because they have never been specifically certified to work together. For a autopilot that uses a digital bus type interface or a more complex interface then yes they would have to be certified to work together.
  18. Why would the Brittain not work with an Aspen/Garmin? Brittian requires the same LT/RT deviation signals that most other autopilots require. I know Aspen provides these signals. The Brittain STC is written in a way that says it is compatible with any source that provides a LR/RT deviation signal. It does not limit you to certain manufactures or product lines.
  19. If there is air in the pump, you can usually feel it in the pump handle. When you lift the handle up it will not stay all the way up on its on. When rebuilding the pump it is difficult to get it to prime if it isn't filled with fluid before mounting. Otherwise it is airlocked and will not pump. When this happens fluid can be sucked into it by connecting a vac source to the outlet fitting on the pump and pulling fluid into it.
  20. The tach problem is likely the sensor screwed into the incorrect hole in the mag or not screwed all the way in. If the coaxes are long enough at the back of the radios swap them and see if it is the radio or coax/antenna.
  21. Here are the Lycoming Allowances. Some things around the back of the engine on a Mooney may take longer. Cowl 1/2 hr Alternator 3/4hr Prop 1-1/2hr Belt 1/4 ssp-875.pdf
  22. There is a tee fitting screwed into the slave cylinder for bleeding.
  23. Lycoming publishes a list of times for all the parts for their engines. It doesn't include cowl removal. I can send you a copy if you want it.
  24. If they are using the same part for both sensing the exhaust stream and CHT then probably have to be a K type thermocouple to cover that temperature range. If it is it should have a red and yellow wire going to it. J thermocouples will have a white and read wire, but don't go quite high enough to cover the upper end of the egt range.
  25. I was in Crystal River a while back that the radio work was so bad that the instructors were having to repeat everything that was said.
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