N601RX

Its a horibble deal if you only need something minor. The internal battery died in my 396 and they told me it would be $350 to replace. I got a new one from Digikey for a little over $2 and it did not take more than 20 minutes to take it apart and solder it in.

We carried a large ice chest with food. There are plenty of stores/restaurants nearby. There is also lot of food onsite.

Lone Star aviation actually makes a TSO'd version of a cigarette lighter plug and a panel mount USB Plug. $$$

Credit unions operate in a very regulated environment and don't have much flexibility. I ran into the same issue with a car that was financed at a credit union several years ago. I ended up writing them a check for the amount of the loan and then telling them to endorse the insurance check over to me. From the look on the persons face I don't think anyone had done that before. He 1st told me I couldn't do that, but after a discussion with the manager decided they could. It may take a few weeks to get in place, but look at some alternative loans that don't use the plane as collateral. A 401K loan can be a ok option in under some conditions. A loan against a CD is what I have my plane on. I'm currently paying 3.25%. If you have any other property that is clear it can also be a good option to use as collateral instead of the plane. These type loans usually have little to no set-up fees.

Radio shack switch quality has went down the drain the last 10 years. They sell the cheapest plastic junk they can find now. Spruce sells some mil spec switches that hold up well. Allied and a few of the others listed above also have good quality switches.

According to the sales brochure the EGT is optional on my F and I don't use it anyway because I have a JPI 830 also. I will probably remove it when I need room to add something else. Aerospace logics also has some nice 2 in 1 and 3 in 1 gauges that might buy you some panel space.

This company has any part or kit you need for them. http://www.avstardirect.com/store/fuelinjection

One of the rings may have broken.

Resolvers generally output a sine and cosine signal and the phase shift difference of the 2 gives you your angle.

They are some weekend and one week classes that offer the practical test at the end of the week and guarentee a pass or a free retake.

The screw mentioned above only controls how fast they come up when you release them. It sounds like your release cable is out of adjustment or your flap pump needs some new orings.

The 209 has a internal converter and is for used mainly with vor type radios like the kx155 that have composite output.. The 209a has a internal relay that bypasses the converter and connects the Left+ Right+ output of the gps directly to the needle coil. This allows it to be used with most all gps's and RNAV systems.

You can set the rpm you want it to use for caculating 1 hr of flight time. It does not adjust the actual rpm displayed, it just affect the hrs logged on the counter. The procedure Marauder listed above is direct from JPI's web site. It becomes locked out after the 1st 10 hrs. I'm guessing the JPI will be correct. It uses a hall effect sensor to count the time between the north and south poles on the magnets inside the mag.

I opened up my bladders a couple of years ago to replace a few gaskets and was suprised to find the amount of debree in the bottom of them that I did. Draining the fuel will not get everything out.

There is a T in the top of the flap cylinder. The rear outlet of the T has a cap on it that can be used to bleed them. Its accessable from under the plane slightly to the passenger side behind the rear seat. Its behind a inspection panel.

This is the same bunch out of Tn that buys salvage Mooneys and puts them back together. Search Mooneyspace for "ultimate Mooney" or Submarine Mooney and those threads will tell you all you need to know.

I recently came across this. Seems like all the old newsletters back to 91 are online. http://mooney.org.au/newsletters

Here is what it looked like before the pretty paint was put on it. He also refuses to allow you to fly it anywhere for a prebuy. The avionics listed in the salvage sale do not match the trays that are currently installed. http://www.aigaviation.com/aviationsalvage/salvagedetail.aspx?SalvageId=1290

I paid $2,600 for the 830 at Oshkosh almost 2 years ago.

Does the plane have bladders or wet tanks?

I connected mine to a KLN 94 and used the C2 setting,but yours would be different. But if your getting MPG and fuel needed, its working. Also be sure they set the RPM of the tach feature to match your mechanical tach, if not they will not count the same. It is important to do this before the JPI tach hits 10 hrs. When it hits 10 hrs it becomes locked and you are no longer allowed to change it. If this happens you will have to remove it and send it back to the factory to be reset.

I can certainly understand anyone running a shop or working on another persons plane trying to follow all service information. I have been lifting mine by the engine hook because I was aware of the SI and because I had the engine lift in my hanger from when I reinstalled my engine. The owner of the engine hoist needed it back last week so we rolled it back over to his hanger. Because of this thread I read the service instruction again as well as the jacking instructions for my plane.Here are a few points that stuck out to me. As for as I know I believe I have the latest available service manual for my model. It was written in 1980 and gives the option of the tail tie down or lifting by the prop. The service manual is FAA approved and makes no mention anywhere in it that I have saw of incorporating the latest SI or SB when performing work as some other manufactures do in their manuals. So is this service instruction Regulatory or just Advisory? Even if you come to the conclusion it is regulatory then look at the wording from the service instruction. It clearly prohibiting lifting from the prop, but stops short of prohibiting tying the tail down. It is just a note that does not recommend it. -WARNING- DO NOT use propeller jacks to lift aircraft. NOTE: It is not recommended to use tail--tie down fitting during jacking process to lift nose wheel off ground.

To me it would depend on what was damaged. If the repairs were mostly bolt on parts such as gear, doors, belly, tail or perhaps an outboard wing skin it wouldn't bother me. If it was a couple of inboard skins, ribs, spar or stub spar, or multiple sections of skins, I would be very concerned.

Let half of it hang off the back.

If the tiedown points are left in and not tightened down completely, they will eventually wear the threads away from vibration. I had this happen to one of mine, I have no idea how many hundreds or thousands of hrs it took for this to happen. It appeared the previous owner left them in all the time.