N601RX

A turnbuckle works well on the nose gear if your nose gear has the mounting holes for the shock. Here is a picture I posted a while back. http://mooneyspace.com/topic/8878-make-shift-nose-puck-compressor/?hl=turnbuckle

With the 1pc belly off, the spar is easily accessible from the bottom.

When I removed the bottom skin that is riveted on the back side of the skin had 40 years of dried oil on it. No corrosion on it.

One of Lycomings instructors from their service school told me a few years ago that they believed improper torquing sequence when more than 1 cylinder was removed played a part in the cracking. He said that they had done test by bonding strain gauges in locations that usually crack and noticed increased stress in that area when the improper sequence was used.

They are rebuildable and parts are available. The parts for them generally cost more than Bendix parts. Several years Slick made a throw away mag that was not repairable. They discontinued it many years ago and replaced it with the 4300 series which is rebuildable. You need a few special tools to rebuild one and get everything set back up correctly.

I took advantage of this a few weeks ago. I plan to sell the 830 with mostly new probes once the 900 arrives. A few of the sensors are different and will have to be changed out.

Jeff, I know this has to be very frustrating to deal with. Talk to a few different mechanics. Look for an older guy who has been around for a while and has a good working relationship with the FSDO. Tell him the plane doesn't have to look perfect, but you want it safe and airworthy. This doesn't have to cost a ton to fix. Look for a used elevator and talk to a good sheet metal guy about removing the dents. Possibly a small patch over the end of the wing skin. Splicing a skin is considered a major repair, but usually a skin patch under 6 inches is just a minor repair.

No its a certified autopilot that is STC'd for most Mooneys up through the J model. Its an older autopilot that has been around since the 60's. They work well and are very economical to install compared to anything new. They are made by Brittain Industries who is still in business. You can no longer buy a new one, but used ones are occasionally available and Brittain will still service them.

Consider the JPI 900 also. They have a really good deal on them right now, under 3K. If you don't already have a engine monitor it will be a very useful addition and add value to the plane. If you already have an older one you can sell it to recoup some of the cost.

The "servo boot" is better known as rolling diaphragm. We use a lot of them in water flow products we manufacturer. The company below has many stock sizes to choose from. They may have something that will fit if you know the measurements. They start on page 17. http://www.marshbellofram.com/bellofram-corporation/files/2012/07/design_manual1.pdf

On my F the service manual has a couple of pages of diagrams that shows what lubricants goes where. Some of the lubricants have been superseded by newer mil spec numbers.

Completely Discharging a battery, especially a older one and leaving it discharged for any length of this will permanently damage it. Let the current owner replace it now so you don't have to in a month or two.

The best course of action may be determined by the labor rate you are having to pay. If your paying $80 hr then a patch job may not make much sense. However if your doing the work under the supervision of an AP and the labor cost is low, then a cylinder touch up may be a good option. I would be a little hesitant to replace the oil ring only. I would think it would be better to hone the cylinder and replace all 3 rings, a ring set doesn't cost that much and the labor would be the same. I would also consider going ahead and doing all four with the plan to fly if for another 400hrs or so if everything else was good.

That is not the way Mooney sets the fuel pressure gauge up. They connect it to the inlet of the servo so that it only shows the mechanical or electrical fuel pump pressure. On the E's and F's that I've saw the gauge port on the spider was plugged from the factory.

So how is the fuel flow indicator actually a fuel pressure gauge?

If only replacing a single cylinder most people would probably just get an exchanged overhauled cylinder. Most cylinder shops will have a used one overhauled and ready to ship out. New ones are close to 2K now.

I landed there last week to drop someone off. The new FBO on the East side is very nice. I believe it is owned by the University. I have a coworker who lives in Auburn and has tried to rent a plane there before. He was told nothing was available unless you were a student at the university. BSEE from Auburn

One thing that I have found that will pretty much guarantee a hangup or crash is a long flight with the Verizon Data Plan turned on.

4085

Here is the valve you need to replace the original pneumatic valve and button. It sold several months ago. I believe there are 2 routes for the approval paperwork. One is use the paperwork from the mooney yoke upgrade kit and I think I've heard someone say that Brittain has paperwork for just swapping the valve. http://mooneyspace.com/topic/8672-for-sale-brittain-electric-wing-leveler-valve/

With a once piece belly it isn't necessary to remove the seat bottoms. With the belly removed you can easily see the back side of the spar from the under side. There is also a small triangular area behind the very end of the rear spar that is very difficult to see. The nearest access panel is almost 3 ft away and you have to look through a hole in the rib to see into this area. I found a rat nest in that area that had been missed for many years, luckily there was no corrosion.

I dropped a coworker off at AUO yesterday. The East side seemed pretty fancy and tied in with the university's flight program. Perhaps the locals hang out on the West Side? Traffic was pretty busy.

It's very likely you have a small leak on the right side. It's easy to check with a hand operated vac pump.

I beadblasted mine and had them powdercoated. I think I paid the powdercoater $50. He had several finishes, smooth, wrinkled, speckled ect.

If there is not a binding agreement between Garmin and King what is to say that Garmin wont just wait until King gets their STC approved and then release a new "upgrade" that changes the data slightly so it will no longer work with the king box. At the same time they would release new software for their own transponders so they would continue to work. In addition to forcing king to figure out the new data format they would also have to go back and spend 6 months to a year to get the STC updated. They have already done this once about a year ago to keep a competitors product from working with their box.