N601RX

Are you sure that it is firing on the compression stroke? The popping sounds a lot like the timing is out 1 crankshaft revolution.

You will need volume 2 of 202A. Volume 1 of 202A is painting and refinishing. Check your PM's I think your going to have to have someone with a repair station rating, Most of these ratings are limited in scope.

Both the 830 and 900 have remote indicator lights. On the 830 it is not supplied with the kit, but the outputs for it are there. You just have to purchase a generic indicator light from Spruce or somewhere. The 900 includes a remote 2 color led indicator that will turn both yellow and red.

Price the lycoming pn. They are $260 each!

I had a JPI830 and liked it. I just swapped it out for a JPI900 about a month ago. I removed all the old gauges and was glad to free up the panel space and get the fuel and oil line out of the cockpit. I have thought about adding a second oil temp and pressure gauge just in case. I believe all the old original gauges weighed about 7lbs when I weighed it. The only thing I dislike about these primary gauges is that you cannot adjust the limits. The CHT will come preset to 475 and you can't lower them. It does have a serial output for a flight data recorder. I've been thinking about using a small micro to decode this and then turn on a light if the temps go above 400. The biggest difference I saw between the EI and JPI was that the JPI was self contained and slid out the front. All of the sensor wires connect directly to it. The EI unit has a separate data collection unit which is about 4 inches in size. It has to be mounted inside the cabin and all the sensor wires goes to it. It then has only a couple of wires that goes to the display. The display has to be put behind the panel and attached from the front. This could be a plus or minus depending on how much room you have behind the panel.

http://www.avstardirect.com/products/view/425 http://www.hassay-savage.com/products/magafor/04-reaming/2-8600-carbide-high-precision-miniature-reamers/

There has been some written about an increase rate of cam failures of flat tappet cams auto industry also. Both Crane and Competition cams have published info about it. The articles that suggest the increased rate of failures is due to changes in oil formulation over the last 20 years.

Make sure the mixture cable is adjusted to fully open the mixture arm.

I had my bladders opened up a couple of years ago to replace the cork gaskets and tighten up the interconnect tubes. They were open and empty for a few days while I ordered the new gaskets and put them in. They were not as soft when I finished up as they were when I started.

There are a few other factors that could be in play also. There could be a sticking valve or a lifter that is not rotating as it goes up and down. Back when car engines were all flat tapet cams all of the cam companies had warnings on their cams that said the 1st 30 minutes of use on the cam would largely determine if it would have a long life or not.

It may be leaking around the through bolt instead of the cylinder oring. If the case hasn't been modified to use an oring around the throughbolt the only seal is the interference fit between the bolt and case. I think I still have the oversized throughbolts that we removed from my engine when we overhauled it. I had my case converted to use hollow dowels and orings.

It is pretty easy to do a basic calibration of thermocouples and rtd's with an ice bath. An ice bath is allowed by NIST standards. While fancier devices exist, a styrofoam cup can be filled with crushed ice and then add just enough water to cover the ice. Stir well with the thermocouple submerged in the middle part of the cup. Wait a few minutes or so for everything to settle out. This will give you reference temp that is extremely close to 32 degrees The JPI devices all have a menu that will allow you to move the temp up or down a few degrees.

Most temp sensors have a outer and inner sleeve to reduce the effects of the sun while moving through the air. I was very happy to get the big Scott thermometer out of my front window and get its replacement tucked up under the wing.

There is a chart in the SOS manual that list different mags and what the coil current should be for each. If the current is too low you will get a weak spark that will not be strong enough to crank the engine, I found this out after replacing the contacts and cap inside the SOS. If its too high it will eventually damage the coil in the mag. Don't let anyone guess at it, have the hook up a meter and spark gap and set it according to the manual.

The dwell on the shower of sparks is adjustable by bending the arm slightly. This will greatly affect the intensity of the spark. You will need an current meter, adjustable spark gap and the SOS service manual. You can also adjust the point gap. It's possible your mechanic may have crossed the retard breaker p lead with the regular p lead. http://mooneyspace.com/topic/8019-hard-to-start/?hl=%2Bshower+%2Bsparks

There is a 100 hr Lube AD.

There is a Mooney Drawing that allows it for some of the later models, but I don't believe that they cover the C model. Retrofit kit 940098, but doesn't cover C's.

Thick grease keep it from coming down, but is unlikely to keep it from going up. Some of the cracks and splits are difficult to see until they are bent just right and open up. The leak could also be in the hose going up to the panel. It hooks in on the back of one of the instruments, I don't remember which one. If it is a leak, it is letting unfiltered air into your vac system. The easiest way I have found to deal with these and other PC leaks is to buy a small handheld vac pump with gauge on it from an auto parts store. You can connect to different points in the system and quickly find the leaks.

We still occasionally have the need to hand assemble several op codes and insert them into the hex file, it's saved the day a couple of times.

There are government agencies who have a vested interest in making ADSB a success and claiming 90 something percent of all aircraft are compliant in 2020. The only realistic way to make this happen is low cost portable units. I think we may see some new policies come out that allows for these portable devices.

You can always recoup some of the cost by selling the old pump. It will be interesting to see if any replumbing is needed.

I have alway selected the fullest tank some time before entering the pattern. One day I got vectored around some before being told to turn for a long final. I side slipped most of the way on the down wing tank. It started sputtering before I reached the airport. I immediately swapped tanks and turned on the boost pump. It took several seconds for it to completely catch back up. I thought the fullest tank still had around 10 gallons in it and this was verified when I refilled on the ground.

This also looks a lot like some of the resistive transducers that JPI uses. If your trying to substitute something for the original at a minimum you are going to want to know the resistance at 2 points to compare them. Preferably at 0 and 100 psi.

I used the ptouch labels also. I used their pc software to lay them out. Don't try to make 15 different labels and get them all ligned up. Just make one long label with all the words spaced correctly. I used clear material with black letters. For annunciators look at EATON 582/584 series indicators. You can buy these as indicators only without the switches. You can also get them with different lettering on the upper and lower half. They will custom label them any way you want them labeled. Bezels are also available to hold multiple indicators together and make them appear as one.

My plane was totaled a few years ago because the engine was stolen off it. The prop and exhaust was left behind. It was still owned by the original owner who had paid $17000 for it in 67. Other than new engines and avionics every 15 years or so he never really upgraded it any. I'm not sure what it was insured for at the time, but it could not have been a lot. The insurance company sold the airframe for $22,000 in 2001. I'm guessing they didn't loose very much on it.