N601RX

Anyone know the outcome of this? Its old, so hopefully he has addressed it and it is no longer an issue. 98-071r.pdf

I asked an instrument shop this question last year and I believe they told me less than 4 deg in ten minutes when on their test table which moves back and fourth. Setting the pressure low may make them last longer, but they also slows them down and will increases the precession.

Check with other shops on the price. It seems very high. I got several quotes on a DG last year and found some to be twice as high as others. Berkshire was the cheapest and fastest. They mailed it back in 2 days. Their prices are online. It's also possible your original gyro set of a shelf for a long time. Setting is bad for them, about like an engine. Some manufactures only have a 6 month shelf life policy.

The altitude hold is a completely separate system, they just mount the switch and indicator in the panel with the rest of it. Once you rule out any leaks any leaks Brittain will be able to tell you which components need to be sent back.

I've had good luck using an hand operated vac pump and connecting to the hoses behind the panel and activating both the left and right servos with it and making sure there are no leaks. It takes about 30-40 pumps of the one I have to get a full deflection. Don't go above 5psi. watch the gauge and see if there are any leaks. You can get one from he local auto parts store. Once you are sure there are no leaks then call Brittain and they can tell you which components you need to send to them. Their bench repair wait is usually only a week or two. Replacing hoses and tubing is covered under owner maint.

You may be able to get a new one for not much more during Sun-in-Fun. The probes are pretty expensive, so if you get a used one and then have to replace a few of the probes you will be approaching the cost of a new one.

I have a sales brochure from 67 and it says the egt is available as an option.

The belly has a compound curve which is probably why Mooney made it out of several pieces of aluminum instead of one. Another advantage of the 1pc is that it gives you access to the rear of the main spar and a few other areas anytime it is off.

It's also possible that he crossed the plumbing lines and not the wires. Might want to double check just to make sure everything is per the install manual. It might save some confusion later on.

Look in the back of the install manual. Too low it will wander off course, too high and it will oscillate back and fourth. Be sure the flight controls moves freely before trying to adjust anything.

You can also play with the CDI deflection range on the gps, this is where it gets it signal from. Most gps's can be set between 5 miles down to .3 miles. I like the .3 mile range better, but you will have to back the gain down a little to use the .3 mile setting. Also give it a minute or so to settle in. It has a large rc circuit inside that needs a little time to stabilize. I've also found that a good lube job on the flight controls will help keep it working smoothly.

There is a Mooney drawing that can be used for the yokes.

Garmin only STC'd the non wass unit for a single model of the Piper. Any other plane is a field approval.

The non wass 430 is like the older king stuff which does not have a stc that covers all models. On these the stc only covers a single model plane and then all other models require a follow on field approval. It will also require you to write a flight manual supplement for it. You will then have to submit the flight manual supplement to the FSDO for approval. If you don't have a recent copy they have approved expect it to get passed back and fourth a few times before they approve it. Once you get the flight manual supplement approved, and flight testing done the FSDO will approve the 337. The process is detailed in ac 20-138b if I remember correctly. Look for a flight manual supp that has been previously approved by the the same inspector or FSDO and enter your plane specific info and let your IA resubmit it for approval. Contrary to what garmin would like you to believe both the 430 and 430w can be installed by an IA. You do not have to use their approved service centers. Another option is to send it back to garmin for the wass upgrade at which point you can use the 430 wass stc and already approved FMS. The 430w stc covers most all models. At this point your IA can fill out the 337 for the STC and your done.

If you get a new blind encoder go ahead and get one that supports both serial and parallel output. Transcal makes some nice compact units that supports multiple output formats.

Back in the early 2000's the original owner of my mooney left it tied down at a rural airport in Ga. When he came back the next morning the entire engine was gone. They made a complete mess of it. Everything was cut and left hanging. The insurance company ended up with the plane.

Check out Scotchweld or scotch grip.

Some careful research on your state laws and exemptions will often save you some some sales tax money if it is done BEFORE you purchase the plane.

If I understand the original poster correctly, its the rear spar, not the main spar. Still a big job, but not to the same extent as changing the main spar.

We are just finishing up my annual and found a rat nest that had went undetected for several years. Its in area that doesn't have an inspection panel and is only viewable with a bore scope. It was made from the old style insulation which was removed from the plane back in the 90's so I'm guessing it was there before then. There was no sign of any recent activity. Luckily there was no corrosion. You can see the location in the attached picture. It is only viewable through the small hole in the rib.

On my f the bracket itself doesn't move. The screw holes that mount the switch to the bracket are slotted and the switch can be moved back and fourth. The switch arm haas a roller on it that rides on the inner part of the cable.

I believe it may be possible to get a dust free version of the activated aluminum, but don't think all manufactures is dust free. Check their website or msds sheet. It's been a few years since I have been involved with using it but if I remember correctly some of the medical and clean room grades was dust free. We were using it to dry air that was being supplied to low friction air bearings. They have extremely tight tolerances and the dust would damage them. You should be able to get a sub micron filter with slip on hose connections from mcmaster relatively cheap. http://www.mcmaster.com/#compressed-air-filters/=qo3c6h

What kind are you using? Most of the commercial rechargeable media that we have used at work has dust warnings on it. The guys who handle it usually wear a mask. It's very fine, but you can see it when you open a new bag and pour it into the dryer. Most of the small desiccant bags that are used to ship sensitive equipment is made out of a special material to block the dust. Just check and make sure what you are using doesn't.

Any filters on the outlet side? Most of the desiccant we use at work gives off a dust.

We were very careful about this when we overhauled my engine 2 years ago. We made a chart of all the engine AD's and how they were complied with and put in the engine logbook. I also cut the label off the box each part came in and put them all in an envelope. The label contains the manufacturer, Pn, Version rev and date code. If there is ever an internal engine AD, I will know if any of my parts are affected without tearing the engine down to find out.