N601RX

I had to buy a new one last fall and decided I liked this one. 1300 hr tbo and a wear port to view condition. http://www.aircraftspruce.com/pages/in/vacuum_0pumps_tempest/tornado3000_1.php

With the heavier engine in front of the front tire, there will be less weight on the mains. Does the Rocket upgrade also include the dual puck calipers like are on the later models?

I have one that was working when I removed it about a year ago. The buttons look a little rough, I can get you a picture when I get home tonight.

I use Foreflight and Zulu 2's connected with Bluetooth and hear all the alerts that ForeFlight generates. In Foreflight there is an option to enable audio alerts. The Zulu also has an app for recording any conversation over the radio.

Not everyone wants or needs an ADSB transponder. Out of the 30 planes hangered at my airport, there may be 3 that will upgrade by 2020. The others will keep flying local as they have been and avoid airspace that requires one. The used market for non ADSB transponders still exist and is decent. I put an extra working KT 76 on ebay a while back and got almost 600 for it. Used garmin 327's still sell for over $1200. They still sell for the same reason other older used avionics sell. There are people who have a bad one and want a slide in replacement that they can slide in themselves and be back flying as cheaply as possible without having to pay someone install something new. They simply see a $600 option to get back flying vs spending $2500-$3000 to get anything new installed.

That is the point I was making. If you go with the ES you can sell the old transponder and replace it with a new ES transponder. If you go with the 88 you have to keep and maintain the old transponder in addition to the 88. It seems to me that if you consider the money you can sell your current transponder for and the addition cost of having to maintain a transponder and gdl88 the ES option will be cheaper in the long run. As for as ADSB-In I'm very happy with my Stratus 2 and Ipad. The traffic is routed to my headset through bluetooth.

Here are 2 other considerations when going with the gdl 88. Your keeping your transponder, so over a period of time your going to spend more money either replacing or repairing your existing transponder. Your basically maintaining 2 seperate devices now. With the Extended Squitter option you only have to maintain 1 piece of equipment. Also because you have to keep the transponder, you loose the resale value of it. This could be anywhere from $600 up to around $1300 depending on what you have.

Jim at Plane Covers. It fit perfect. I paid a little extra for the removable windshield pad and zippered door opening. It came with a note that said make sure it fit correctly and if so mail a check or paypal him. http://planecover.com/low_wing_covers.htm

I entered my N number and it found all my info.

One may be a radio or nav flip flop

The 930 is a primary monitor and comes with 4 new probes which are all the bayonet style and mount in the factory holes. Some have a strip of aluminum along the front edge of the front cylinder that is used to balance air flow to the front and rear cylinder. There is a service bulletin that describes it.

With engine off ball falls to bottom which is on and allows any fuel to drain. With engine running the light ball is sucked upward and closes off.

Are you getting the oil pressure from the jpi display or the data log file. If it came from the file they use a compression technique that only records in 6 psi increments, so it may really be higher than what it is showing.

Most insurance policies that have a 1M limit also have a sub-limit that limits that coverage to 100K per passenger. Smooth coverage does not have this limit and the entire 1M is available to a single passenger claim if it is needed.

I just got renewal quotes this week. I'm low time PL around 170TT and 100 Mooney time. I've previously only had 1M/100K coverage, but was very uncomfortable flying anyone other than a close family members around. Based on what others have said, I didn't think I would be able to get 1M smooth coverage but decided to ask about it anyway. The underwriter that I'm currently with was the only one who would quote the smooth coverage, but for the extra $300 I felt like it was worth the extra piece of mind should anything ever go wrong. The 100K sub limit would not even start to cover one of the accidents like a fellow MooneySpacer recently had. Airpower/US specialty 68K hull 1M smooth= $1672 68K hull 1M/100K=$1343

The stereo audio and clarity are a huge improvement.

Yes, push the handle slightly forward and then slide the handle down. This isn't necessarily related, but there have also been latching mechanisms that have been worn and oval shaped instead of nice and round.

Tires are included in the list of things owners are allowed to do.

Gerdes A-110-37 or Cleveland 10-49. Cleveland purchased Gerdes at some point in the late 70's or early 80's. Mooney also used a Cleveland 10-24D on the later models with dual pucks, but it has a 3/4 bore where as the others have a 5/8 bore, but I believe the J manual allows it as a replacement for the earlier Paramount and Cleveland cylinders.

When looking on ebay, select the advanced search option and check show "Sold Items Only" This will show you what others have actually sold for and give you a very good idea of what they are selling for. You will see some that have a buy it now option for $1100, but you will also see that the ones that have actually sold are usually in the $600-800 range. Be sure to list any recent database updates you have made or battery replacements.

Condors seem to be a decent tire. We put them on our cessna several years ago and about 400 hrs ago. I know that at least 3 people have used it to get their license in since then. I still fly it some for the current owner as he is out of the county for extended times. The tires still look good. Our mooney has had them on it also since around 2003 and they are still in good shape.

It's from experience with industrial fluid flow measurement systems that I've designed and built. They usually have a Parker pressure accumulator to smooth everything out. Essentially think of the hose between the snubber and transducer as a storage tank and the transducer is measuring the pressure inside the tank. The tank can only be filled by what fluid enters and leaves through the snubber. The amount of filtering available is a ratio of the size of the tank vs the size of the hole trying to fill and empty it. If the tank becomes filled with liquid then it looses its ability to smooth out the pressure pulses. Another advantage to putting the snubber on the engine side for oil and fuel systems is that if a hose comes loose or burst it will limit how fast the oil is lost and the amount of fuel being sprayed around.

The reason that making sure the line has air in it instead of being completely full of fuel is that the air is compressible and the fuel is not. If the line is completely full of fuel. It is going to show every pulse of the engine pump. It there is a snubber at the servo and the line is full of air, then the snubber is going to limit the amount of fuel that move back and fourth through it each time the engine pulses. The air is going to compress a small amount each time and and smooth out the pressure pulses. The small amount of fuel that is allowed through the snubber during each pulse will only have a negligible affect on a line full of air.

If you use a pneumatic valve, it has to be one that will disconnect the vac from the pc system and also vent the pc system. A simple on/off will not work. If I remember correctly, If you already have the Brittain electric solenoid then a normally on switch will accomplish what you want to do.

If I already had a wass gps, then I would sell my working transponder on the used market and add a couple of thousand to it and upgrade.