1524J

Not sure what a magnetometer is, even if the name has strong implications.... and although I've got a stormscope I've always used Sirius XM for weather ( got caught once, never again) so I guess I'm pleading ignorance to your questions Clarence. I know it's not wired to any antenna in the aft portion of the plane. And yes, the panel and everything forward is from a 78' J.

Everything works....just bugs me that I don't know what it controls.....but not enough to pull the glare shield or crawl under the panel to try to trace it.

While we're on the subject....anyone want to venture a guess as to what this controls? Even my avionics guy wouldn't speculate. It has no markings at all, at least on the outside. I suspect some type of gyro, but it doesn't spin up when the master or radio switches are on.

I agree, it's the only thing about the tach I don't like. Having an indicator that you've lost a mag is a really nice benefit though.

This was sent to me by my avionics shop for the KLN 89B which is installed in my plane when I asked about getting it IFR certified. As far as going through the wiring and connections to verify, if the equipment is in place and functions, that's good verification. KLN-89B.pdf

There is a downside to one tank at a time.....after you've finished the first tank you'll say to yourself "man, that was a job. Think I'll wait a couple of weeks before I start the next tank." Five years later you'll still waiting to start the second tank. Just reread....you said one bay at a time.

Or.....you can replace it with a Horizon tach and have a really nice hobbs meter..... Just venting frustration that Horizon tachs start recording rpm's at 800 vs other electronic tachs that begin around 1100.... or so I've heard. Other than that, I like the tach. My understanding is Hobbs time is tied to oil pressure and the tach is an average of rpm's.

Try Dave at Ezell aviation. 254-559-2972 Next would be Abilene Aero. 325-677-2601. They've got a good stock of used King avionics but can be pricy.

This is the second time in a week that I've found a problem and corrected the issue because I'm on this forum. My dual mags were at 680 hours since overhaul. It was the only appliance we didn't send off when we had the engine overhauled because we had replaced it when we purchased the plane. I had mentioned to an A&P that I wanted to pull the mags and send them in for inspection. His advice was not to worry.....when the mag drops get out of line we'll pull them. I even check my temperature rise now on my engine monitor and it has looked good. I don't know how serious a missing gear tooth is in a mag, but I know it's not supposed to be missing. Anyhow, against local advice and largely due to this forum I pulled the mags anyway. i want to thank some of you....I want you to know there are those of us who appreciate all the great information you share on this site.....Mooniac58, M20doc, Carusoam, Shadrach, N201MKTurbo, and everyone else who contributes your experience and knowledge. Now that I've got the mushy stuff out of the way....if you've got 500 or so hours on your dual mags.....pull 'em!

Besides being very conservative with fuel planning, I like to have my remaining fuel in the right tank for left patterns. Keeps the fuel by the pickup tube for the downwind and base turns.

When I sealed my tank I made a mark above the drain hole in the rib before sealing, that way you know where the hole is located and can clean it before the sealant dries. It's easy to seal over the hole and not realize it. Couple of other critical areas....make sure the vent tube is clear inside the tank, drain holes on either side of the sump drain, and pickup tube.

Not a big deal....I can send 'em back to spruce......except for the opened one. I'll give it away if no one wants a set of four. SOLD!

Hope I didn't mess up a sale for 601RX .....but I've gotta take care of a fellow Texan.

The plug thread is the same.....I have a 3/4" nut that attaches to the harness. Not sure if that's engine specific or not. I just flat out ordered the wrong plug

Depends on you harness....mine are the 3/4". I have. IO360 A3B6D.

Same plugs, one opened and it has NOT been dropped. I got in a hurry ordering and realized the REM is the 5/8's and I need RHM which are the 3/4. I'll sell for $230 and ship for free. I'm pretty sure you need 8 plugs Paul.

That's a good price with new cylinders. About what I paid a couple of years ago with NiC3 cylinders. Had all the accessories overhauled and replaced all the hoses.

Combination.....say it......nicely.

SR125A is also a polysulfide/paint remover. When I stripped and resealed my right tank five years ago it's the product I used and it worked very well.....at dissolving polysulfide and stripping paint. O: Stripping paint wasn't intentional. Now the PPG website says it not recommended for fuel tanks even though they show fuel tanks in their advertisement. Anyhow....sales rep said they had issues with people not cleaning the surface good which causes problems with sealant adhesion. I didn't/haven't had any problems but won't use it again because I know my A&P wouldn't be happy if I used a product that wasn't recommended.....and I like to keep my A&P happy!

Polygone 505 specifically states it's for silicone sealant removal. We're using polygon 310-AG Gel. I've got two gallons of SR125A that someone can have. It's five years old and has been sitting in a hanger. All Polygone Products PolyGone 305 PolyGone 305 Gel PolyGone 310-AG PolyGone 310-AG Gel PolyGone 505 POLYGONE 505 PolyGone™ 505 High-Performance Silicone Depolymerizer / Stripping Agent – Made In The USA DESCRIPTION: PolyGone 505 is a high performance silicone sealant depolymerizer / emulsifier designed to remove cured silicone and other sealants from a variety of surfaces. Silicone has numerous applications including aviation, medical, potting removal, electronics, aerospace, marine, household, aquarium building & repair, dispensing equipment, telescope repair and microscope repair to name a few. Specific aviation uses include removal of silicone from turbine stators, thrust reversers and other engine components. CHEMISTRY: PolyGone 505 is a proprietary formulation designed to penetrate, break down, and emulsify tenacious sealants. Once broken down, the sealant is suspended to prevent re-deposition and enable easy rinsing. APPLICATION: PolyGone 505 is intended for use at room temperature (68°F-80°F). It may be continuously sprayed or used in immersion-based cleaning systems. Heat (120ºF/49ºC) and/or gentle agitation, including ultrasonic, is not necessary but significantly enhances performance. The agitation removes the digested sealant and exposes underlying layers to fresh PolyGone 505. However, do not use a sparging system, as this will quickly deactivate the emulsifier. PolyGone 505 must be used at full strength. Dilution and/or excessive heat, above 120ºF will deteriorate the emulsifier. RPM Technology recommends using PolyGone 505 in a well-ventilated area and in a covered cleaning apparatus to prevent product evaporation. RINSE: PolyGone 505 is water-soluble. Although water may be used to rinse the product, rinsing with a mild cleaner such as eOx®, also available from RPM Technology, followed by pure water will improve removal of all residues. An emulsifier will improve rinsing via a “sheeting” effect, reduce sealant re-deposition, and reduce water usage. In cases where water is not preferred, a compatible solvent such as IPA or acetone may be used. COMPATIBILITY: PolyGone 505 is metal-friendly. The formulation is non-ionic and non-reactive. Metals such as Cu, Fe, Al, Zn, and Ti have been tested with PolyGone 505 with no detected metal loss. However, PolyGone 505 attacks many types of polymers and plastics. Polyvinyl chloride (PVC), polyvinyl alcohol, and similar plastics should not be treated with PolyGone 505. Many elastomers are also not recommended. RPM Technology recommends the following plastics for application and storage, Polypropylene, Poly Olefin, Polyethylene (low and high density), Teflon, and Butyl Rubber. Testing is necessary to demonstrate full compatibility. PPE: Recommend personal protective equipment (PPE) includes safety glasses/goggles and nitrile or butyl rubber gloves. Aprons may be used to protect clothing. Do not use gloves made from latex or vinyl. TOXICITY: PolyGone 505 contains a blend of polar organics. PolyGone 505 has a low inherent toxicity and at diluted levels, is essentially non-toxic to aquatic life. The material is readily biodegradable and does not bio-accumulate. STORAGE: PolyGone 505 must be stored in a cool and dry environment away from light and incompatible materials. The recommended storage temperature is between 50ºF-80ºF (10ºC-27ºC). Under these conditions, unopened containers of PolyGone 505 have a 1-year shelf life. DISPOSAL: PolyGone contains no halogenated, reactive, or other EPA regulated components. Conformance with Federal, State, and Local disposal regulations is required. Diluted PolyGone can be disposed of by discharge to a sewage treatment plant with prior approval. Used PolyGone may need to be disposed of as organic solvent waste depending on the sealants and contaminates removed. PolyGone has a high BTU value and waste can be managed through a fuels-blending program. AVAILABILITY: PolyGone 505 is available in individual poly gallons, 4×1 gallon cases, and 55-gallon steel drums.

Started to reply to carusoam but can't figure out how to "undo" Anyhow.......3M recommends the drill be no more than 1000rpm, 800rpm preferred. Were you trying to remove sealant that had Polygone applied or did the heat from the bit cause the sealant to melt? Video I watched didn't appear to gum up that way. I paid $155 for a case of 40 of the #3.

Thanks Clarence! I'm not sure if we complied with the service bulletin when we replaced the bulkhead but I'll check now. Part of the challenge of having parts from two different Mooney models.

Checking the spinner bulkhead is part of my pre-flight now.

That and telling him to descend and "maintain" 2000 feet. That's a bit of a challenge with an engine out.

I think the unkown in these types of situations are how are we going to handle the stress levels that clearly are going to spike when when something unexpected happens. I'd like to know if the communications between ATC and the pilot are re-creations or recordings of the actual event. If it's the actual event, I think his voice was fairly calm given the circumstances. Reviewing the events in Florida, the pilot did the opposite of the instructions given him by tower. Part of the issue there was you could clearly hear the stress in the controllers voice. Compare that to the voice of the controllers in this video. It was a split second decision vs this senecio where there was time to think. But that's the kicker......are we going to be able to think clearly or react properly when the crap hits the fan? In either case, I'm convinced the amount of recent time/training we've had behind the stick will have a great impact on our ability to react properly. I've convinced myself that I have to push my limits, or get a CFI who will push them so that I practice the engine outs, unusual attitudes, ect. with more frequency than every two years. Left to myself, I'm not going there.