PMcClure

Below - we have looked for a alternative but have not found it. Must have fitting on the left side of the inlet due to how it is mounted. No reply from Mooney (price list shows $1200), I am not chasing them very hard. No reply from Enviro. Enviro's distributor sent us a par that would not work. He was not very helpful to work with either (Gadberry Air Center).

I had this very thing happen to me on a flight School C172. But it was during taxi, not flight.

Update - the compressor looks like an exact fit and is installed. However, we have not been able to find a receiver dryer. Checking with Mooney - they are listed $1200 but waiting to see if they are in stock. I found one cross reference with Cessna Citation unit but listed as not available, check for back order. The old unit is labeled Environ Receiver dryer 770029-501 1134182-1 I have not been able to find any info on the mfg or an alternate source. Any suggestions appreciated.

I will post this here for future reference: https://www.sanden.com/productlibrary/manuals/SD_Service_Guide_Rev_2.pdf I would not assume all years have the same model compressor, but this reference should help identify which one you have. My label was missing on the compressor. There are a lot of cheap knock off compressors out there on eBay and amazon. I found one for $59 but decided to go with an OEM replacement. Hopefully the next update will be of me enjoying a cool cabin. I don't know how the rest of you do it with no A/C!!

We measured it up today and compared to the original and it looks like a direct replacement. Will install next week when we have a window in the shop and my schedule.

Thanks again for the help. This actually got a little more complicated than I expected. There are so many options on the compressors. But I believe the correct part number is Sanden SD5H09 5073. We have ordered (below link) and will confirm when it comes in if it is the correct part. https://www.acparts.com/product/new-original-sanden-compressor-5073/ Now trying to find a Receiver/Drier part number is 1134182-1 Environ. Look up points to a Cessna Citation part. 30 days plus lead-time. Any experts here know if we can use any close receiver drier or need to stay with this exact part?

There were nice - hard to believe I got more for the old 121.5 ELT than I did for a set of working Moritz gauges! PS - everything is sold. Basically gave away the KFC225 and Moritz. Everything else went for a good price or helped someone in need.

A/C went out in my Ovation. AP has diagnosed a failed clutch and suggests replacing unit. Mooney is out of stock but it looks like a stock compressor, except it is 24v. Does anyone have a part number or information on where I could source this? PS- it is very hot here in Alabama!

I still have my Moritz Cluster Gauges available. Free to any Mooneyspacer....... you pay freight. Just want to help keep another Mooney in the air and don't have the heart to toss these units out.

No problems that I am aware of. I recall some discussion about condensation from the ac could be an issue but evidently it was resolved without too much concern.

Having learned to fly in a DA40, I agree with all these comments. The seats are part of the airframe and are supposed to withstand 40G or something like that. And they feel like it too

Of course, I don't think Diamonds are really safety than Mooneys, but it is interesting data. I think it actually refers to incidences per 100 aircraft. In which case, the newer brands should do better than the older ones. But Cessna and Cirrus both do better. My guess is that there really is no correlation with brand and incidence rate over time. But Diamond just liked this data that year and has kept it in the marketing files.

Does this mean diamond and Cessna pilots are more experienced?

Reading on the Diamond Marketing Website: https://www.diamondaircraft.com/en/about-diamond/why-diamond/safety/ Source Aviation Consumer 2012 - so some old data. I assume it is fatalities per 100k hours. But I don't think they make that clear. Could be incidents per 100k hours. Below is from Aviation consumer r From AOPA - The Mooney comes out slightly better, with about six accidents per 100 registered aircraft versus 7.7 percent for the comparison group. Looking at accidents that occurred under instrument conditions, we found that the Mooney pilots seem to do a significantly better job. The IMC accident rate per 100,000 hours for the Mooney is just a little over half the accident rate of the other retractables (5.91 versus 10.14). It's even better for instrument-rated Mooney pilots on IFR flight plans, at 1.89 per 100,000 hours versus 4.97 for the comparison group. For this group of airplanes, the record proves the adage that you are definitely safer on an IFR plan. Mooney pilots also hold the advantage at night. This is the period when we typically see the accident numbers per 100,000 hours skyrocket. The group as a whole literally goes off the graph we produced in the book, while the Mooney shows only a small increase over IMC accidents in general. The question is, why? Thoughts?

I wish I could laugh at this, but it is real. 15-40% price increases coming through our business now for aluminum and steel. And the mills tell you if you don't like it, they will remove you from the forecast and no metal for you.

If an engine consistently accumulates 40 or more hours per month since being placed in service, add 200 hours to recom- mended TBO. Engines with Serial Number 1006000 or higher, add 200 hours to TBO as noted in table above. For my next engine, I plan to quit my day job to save money on the rebuild. But then I need a night job to pay for my fuel. TBO Page SIL98-9C.pdf

Thank you everyone for the input, this is a late 2022 project. Just starting the planning now. I guess I asked for the 2nd guessing about replacing a perfectly running engine by stating the hours and top overhaul. But the decision is a deeply personal calculation. For everyone that thinks a well maintained experienced engine is just as good or better than a brand new one, I will happily sell you mine for the price of a new one, just PM me! My background is maintenance and engineering and have built several engines by hand and currently maintain at least a dozen personal engines myself. Clearly, invasive maintenance is a concern and leaving well enough alone is usually the best strategy. There are reasons TCM puts service limits on their equipment. And one reason is to limit liability. Of course it is up to us civilians if we want to follow the recommendations for hire operations as we have no legal requirement to do so. For many people, flying past TBO is safe and I don't argue with them. But as I say, the decision is personal and up to me since it is me and my family and friends on board. And I would rather plan my downtime and maintenance than not. Steve - Thank you very much for the input. I will contact Airpower and get a quote and give you call about your experience sometime soon. Really appreciate yours and everyone's experience.

It's really a personal choice. I am well aware that you can fly past TBO and the current engine is in perfect running order. Several factors in the decision, not the smallest being liability and another being the upgrade path. And I also prefer not to have that part of the discussion online. Thank you for your input.

Been flying a lot lately and I am approaching TBO sooner than I expected. I will probably reach 2000 hours by end of 2022 at this rate. 51K is a 2002 Ovation 2 with the original IO550. Top overhaul was done about 350 hours ago. I already have the 3 blade prop, but not sure it is the right part number for the STC to upgrade to the 300hp version. How to I go about buying the STC? How long should I budget for lead-time on all the components to arrive and downtime for install? Does the G3X change anything? Just a software update to change the max RPM? I will go factory reman or new on the IO550. Even though the current engine runs great, I do not plan to run it much past TBO. Do I replace it with the IO-550N? Anyone done this recently that can give me some pointers? Paul

Oooh - one more comment and I get to 1000

My concern would be pressure on yourself to complete the mission. In my experience, a VFR XC is easily doable most days. But some days, it's just better to stay home. An instrument rating increases your chances of a timely arrival. But there are days private single engine pilots with an instrument rating should stay home as well. I would discuss it with my daughter and let her know the changes of making the stops when you want to are 50-80% and see if you are willing and able to make alternate plans. If everyone is on board with that indwelling to accept the consequences of a canceled leg or 24 hour delay, then OK. But if you have to be a certain place on a certain day, then go commercial.

I think the math has already been done. Check the cost to insure a similar valued twin to the mooney.

Maybe I had an extra glass of wine last night, but I looked deep into the DA62. If it lives up to the marketing it is a heck of a plane. Mooney speed with mooney efficiency running on Jet fuel with 7 seats. Lately, I have been dreaming of a TBM but the new ones are stupid expensive and the old ones are limited. Now the DA62 may be my new dream. Anyone have real world experience with one?

The Garmin G3X did not play well with the OEM Hobbs meter. Installer confirmed they are unable to use the original Hobbs. So I had them remove it and replace with a blank. I could not accept inop gauge but have the same information on the G3X.

I have had a mixed experience with getting cleared through Bravo. I assume it depends on the situation and the controller and I also think the pilot. I routinely fly from Alabama to Monroe NC and have to navigate both ATL and CLT Bravo. If I file direct, the plan is always amended around ATL. So I file to HEFLIN on the West Side of ATL, then up to NELLO on the north. Often, I can ask and am allowed closer to Bravo. Direct is 10-15 minutes faster than flying the waypoints on a 1.5 hour flight. On descent into CLT they usually start me down about Greer with a warning to stay clear of the bravo. I have a USER waypoint on my iPad called xBravo that reminds me when to start down because sometimes they forget and I have to descend at an alarming rate to comply. Coming home, CLT typically clears me through their Bravo once clear of arrivals/departures and I typically fly below ATL bravo but ATL will clear me through the NW section of their Bravo most days if I ask and flying direct home. Good experiences in DC, NYC and Cleveland. DFW puts me on an arrival or departure procedure every time into Mckinny even though it is barely inside of the edge of Bravo. So I usually cancel and fly VFR if able. If I file direct out of CLT on bad weather days, they usually give me a complicated route. So I typically file NELLO. Sometimes they still give me a stupid route right over CLT and then over the mountains to Chattanooga then home. I have declined that routing several times for weather and they will work with me. Many times I have asked for clearance through Bravo for good reason (IFR or VFR). Weather - almost always will clear me if they can and my request is reasonable. Once over CLT on an IFR flight plan to DC area there was a line of thunderstorms as far as I could see and the only clear spot was inside of CLT Bravo. I was already deviating and asked them to clear me through that spot. The radio was alive with the airlines all doing the same thing. CLT told me they were unable which would have forced me to divert about halfway through my route. I asked politely if they could clear me as they were clearing other aircraft through there. The controller declined again and I asked to divert to Hickory. A supervisor came on and told me she could clear me through and had several airliners extend their hold while I went through. Once through, I heard her say - Cactus 123 traffic 12:00 a Mooney - then the radio exploded again with traffic. VIP treatment? As GA, we have a right to the same airspace as the big guys. Some controllers seem to think otherwise. But some pilots forget that controllers can have a challenging job and an airliner full of people and low on fuel need not be delayed for a single looking to shave a few minutes off their flight plan. Many of the controllers in CLT recognize my tail sign and say welcome back 51K. ATL is rarely friendly but always professional and always defensive of their airspace. Overall, I am thankful for the support they give but do think they can be too greedy with their space.