Will W

It will never be exactly the same after that. It won't be like new after 3-4 years anyway. Won't be much longer now before you replace the battery just from it's age.

In G1000, it does a systems check constantly. If you had low fuel then the sensor sent the unit that you had full fuel, it will X out. It does this so you don't trust false readings. This is often what causes it to be intermittent.

The fuel sensors in the G1000 often go bad. It honestly could be the sender though in the tank or something in the line. Make sure wherever you take it that they know G1000 backwards and forwards. Not your average A&P because they usually don't know how to troubleshoot and order wrong parts. PS. The fuel gage on the screen is the required one for even VFR day flight. If it's just not working anymore, it's not legal to fly. Wing gauges don't count. Refer to kinds of operation equipment list section 2 of your POH (the early versions of the POH didn't list it but it is also listed in FAR 91.205 if not there. If it's "intermittent" then I'd fly on it but fix it soon.

Yes

Carl. Glad you're still doing well and enjoying the Mooney. Good news with the jump pilot job. You only need a commercial which you can do in just a few flights and a checkride once you meet all the hour requirements (The maneuvers aren't really hard to learn). A jump pilot doesn't need an instrument rating and your certificate would limit you to commercial operations < 50 nm which is the point of a jump pilot. Hope you get it because it's a lot of fun but a lot of work all day flying sun up to sun down.

Great news. Enjoy the aircraft and hope to see you flying around in it sometime. I do go to Ohio a big to shop at sportys, Dayton AF Museum, and visit friends in the 1G3 area. Be happy to help if it ever is needed.

Pics please!

Is your plane left out on the ramp in NV in the summer time? The parts inside the cards have a low melting, not low enough for just one summer but do they always fail in the summer time? I just noticed your locations where you're based and I figured if you didn't have a hangar, it might cause these problems. A way to check would be go to the "Temps" section in GTN Diagnostics Page ( Section 3.4.5 in the Maintenance Manual "http://static.garmin.com/pumac/190-01007-A1_7.pdf") and on that page you can find the minimum, maximum, and average board temperatures for the LED Board, Main Board, Display Interface Board, GPS/WAAS Board, and COM Board. Please note that the temps will be lower in flight due to the avionics cooling fan being on normally so you'll want to see the max temps specifically which will obviously be on first start up on the ramp. Let me know how this goes.

The FAA Is taking a stance with this with AC 90-109A. http://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_90-109A.pdf Here's an excerpt: 4. RECOMMENDED FLIGHT TRAINING. a. Choice of Aircraft. The following lists methods of flight training, in preferred order, when seeking to transition to an experimental and/or unfamiliar airplane: (1) Best Training. The best training is accomplished in the specific airplane the pilot intends to fly with a well-qualified instructor who has recent experience in the specific make and model. (2) Second Best Training. The second best choice would be in the same model as the one the pilot is planning to fly. (3) Third Best Training. The third best choice is to fly an airplane with similar characteristics (which may include a TC’d airplane). APPENDIX 7. NONTRADITIONAL OR UNFAMILIAR AIRPLANE SYSTEMS OPERATIONS A NTSB Excerpt Example APPENDIX 8. NONTRADITIONAL OR UNFAMILIAR AIRPLANE SYSTEM OR COMPONENT MAINTENANCE REQUIREMENTS A NTSB Excerpt Example

I received training from many known Mooney sources including annual training. I think that formal training is a must for me because when I fly, I take people with me and I want them to have a safe and knowledgable pilot at the controls. Could I fly a Mooney without training in perfect conditions? Sure, but I worry about the abnormal stuff, building up ice, high altitude flying, landing gear issues, and deeper system knowledge that the POH doesn't explain. The maintenance is second to none. Maintenance is done in Don Maxwell's shop and getting it there takes a flight of 921nm. I'll pass several shops on the way but no one is better in my opinion. The price is also very fair and family lives about 4 hours away from his shop so its almost convenient to fly in, drop it off, and see family. Can a shop prove their Mooney experience? I don't think they can. Not like Don Maxwell. I've experienced a near perfect dispatch rate (can't think of a reason I've cancelled for maintenance but I'm sure I'm just forgetting something) and so if a plane is down for an annual, it's great that they seem to notice things that are going bad and fix them so that I don't have things break and be down between annuals. I don't trust any mechanic and some are really not specialists in Mooney's like they claim. Sure, he might have worked on a D or J model but I bring him a R. Does that seem like a good idea? Sure, some parts are identical, but engines are different and things need calibration. Does he really know how to balance fuel injectors on a Continental IO-550? Too many times, things get overlooked by mechanics that don't really specialize in aircraft and when it's my life in the plane and people I care about, I would like my best option. Besides, have you ever looked on the ramp in front of Don Maxwell's shop? It's nothing but Mooney's everywhere. Not one Cessna, Piper or Beechcraft. That is a true aircraft specialty mechanic in my opinion. In all truthfulness, bad mechanics probably don't stay in business for long. People build reputations fast and word gets around. You can probably take it to a mechanic and they can inspect it. Maybe they get out the checklist and do a thorough check on the plane. There are too many maybes for me to risk it. First annual was at a large chain FBO. Never again. They were paid to go to a MSC to learn how to re-rig a flight control system after they said the control cables needed replacing. They didn't know how to do the work and it still frustrates me to this day. I do wish you the safest outcome on all of your maintenance and flying. Something to think about is that if you use a reputable shop to fix an aircraft and there ends up being an issue later, they will stand by their work and will help pay to fix it if they did something wrong. Most MSC are this way I've noticed. Best Wishes!

It's Atlantic City in September and then Ft. Worth for October for the final one of the year.

I'm going

I'm in northern Virginia. Happy to help if you don't find someone in Ohio. Mooney Flyer Magazine has a comprehensive list in it. No one in Ohio though. MAPA Safety Foundation is doing a clinic in Atlantic City in September also if that interests you and you could wait that long.

Wow, I'm shocked there is another reddit user here. I saw that yesterday though and sent that to my buddy at foreflight. No reply. I'm bored enough at work to build one.

PM Sent

Wow. Are you based at 11R? My family lives there in the area. I fly in with the Ovation.

Don Maxwell will be best

Put it on the floor & turn the screen off when not using it and fly higher so it's cooler inside.

I urge you to think differently on this checkout. You are likely flying with other people whose lives depend on you. Please don't be cheap when it comes to this and don't think you're getting unfair treatment from the insurance company. People have paid for this requirement with their lives and statistics prove their methods. I give these checkouts frequently in customers own aircraft and they all will learn a lot. Look into the MAPA Safety Foundation or the Mooney Flyer for CFIs that are all highly recommended in your area that specialize in Mooney's because they all fly their own Mooney's. Most customers do have your same requirements and the common thing is 2-3 days dual on long cross countries into a higher and higher challenge area and then set you free and do some solo flying NOT IN THE LOCAL AREA (this is my requirement). When you buy a plane, it's usually not at your home airport so building dual time is usually helping get it home. I like to make it a fun thing so if the new aircraft is purchased in Florida, I'll head to Key West or some place they haven't been as a pilot.

This is why I stress the fact that you should practice tight traffic patterns and slow maneuvering BEFORE you show up. This is pure pilot error. If you can't handle the tight turns into 27, I encourage you to fly with another qualified pilot in front AFTER you practice this at your home airport. Please understand that I'm just concerned about the pilots that show up after doing their first real flying of the year.

Every Mooney can fly 90 knots. Don't expect any special treatment on the arrival. If you're behind a J3 and you can't stay behind him, break off the procedure and start again. This is in the NOTAM. Oshkosh is not were you learn to do these procedures for the first time. You should prepare before you show up. Practice at your home airport. Expect tight turns low to the ground. Very tight. Like turning final at 100 ft over the pavement. They keep your traffic pattern really tight and your base will never be longer than the approach end of the runways pavement. Please, practice! 90 knots, gear down, flaps to takeoff and a higher manifold prewsure like 18-20 inches in about every model (A-J models might be better no flaps). We don't like people doing their own thing on this arrival. Makes us nervous.

I always call it Sloshkosh because of the amount of Booze consumed! I'll be venturing to the beer tent with the yellow smiley face near the entrance until the main exodus happens after the airshow everyday. Rain or shine, I'll be there smiling because it's heaven no matter what.

I'm going this year but I'm flying a seaplane in to the seaplane base for the first time. Trying something different.

I support the slotted idea.

It is all on a timer. It's a small sentence in the poh. Ovation flyer here.