VetRepp

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About VetRepp

  • Rank
    Advanced Member
  • Birthday 11/05/1955

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    VetRepp

Profile Information

  • Gender
    Male
  • Location
    KWVI
  • Reg #
    N60GX
  • Model
    M20R - Ovation2

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  1. I'll start by expressing my complete ignorance as will be shown in my question, I ask to be educated. This thread started as a notice of unavailability of WAAS upgrade to non- WAAS G1000's. It seems to me that WAAS is desirable mainly for WAAS approaches and resale value. Many of the non-WAAS G1000 Mooneys also had a stand alone STEC 55X Autopilot. Why couldn't they get a minimalistic WAAS GPS - (like a GTN 625) and put an input selector switch to select autopilot control source - (if desired on the approach), under that condition, the G1000 will just be monitoring but the approach is controlled by the GTN 625. Since the M20R airframes also included steam gauges - it seems it would be STC'd for it?? The second part of the thread seems to imply that all G1000 airplanes will now become markedly devalued with Garmin pulling support for G1000 ( did I misunderstand that) There are a lot of G1000 airplanes out there (w/ and w/o WAAS)
  2. VetRepp

    M20R Parts manual

    Advice on where to get a 2006 Mooney M20R parts manual? Thanks Roger
  3. VetRepp

    Gear Door Crack

    Needs to be replaced (Not repairable) per my A&P (who I trust -he always looks for most economical alternatives) Thanks
  4. VetRepp

    Gear Door Crack

    Aluminum, Part #550089-9508 Thanks
  5. VetRepp

    Gear Door Crack

    Any Thoughts? I have an Ovation 2006, (M20R), Just noticed a crack on the RH - Middle gear door (the inner one of the 2 attached to the landing gear) No signs of trauma - no scratches, - other parts OK. It seems like a weird piece to crack. 1) Any thoughts on why? 2) Any thing else I should be sure to look for? 3) Best place to find a replacement, Salvage?, MSC? Thanks in advance Roger
  6. VetRepp

    Need Mooney mechanic in Monterey area

    Terry McKenna - at United aviation, Watsonville (WVI)
  7. VetRepp

    Fly Q

    +1 for FLY Q, Just upgraded to Lifetime subscription, Got tired of FF nickel and diming, Just wish it had the option for Jepp plates (I understand they are looking into it though)
  8. VetRepp

    MooneySpace Member Map

    I'd like to be listed and have a link as well
  9. Hi All, If anyone knows, I need 'how it works' info... I have a 2006 M20R Ovation w/ G1000. It also has a Hobbs meter in baggage compartment that has stopped working. The engine time on G1000 works correctly and in testing I completed the circuit on the Hobb's itself which caused it to run fine and keep very accurate time. The Oil pressure is accurate and I have checked that switch. Gear squat switch and stall warnings all appear to be working correctly. My Question is, Does anyone know where the Hobbs get it's input to start running on my bird. Does it come out of G1000 - or some other source. Admittedly - not a big deal - but I like to have everything working how it's supposed to be Thanks in advance for any info provided Thanks Roger
  10. VetRepp

    Ovation 3 Battery switch?

    How old the battery? Same thing happened to mine, Battery would hold full charge and could run avionics but not enough amperage to crank the engine. I think this is not an uncommon way batteries fail. Mine was @ 7-8 years old at the time - They have a useful life of I think 5 yrs (don't hold me to that) I found a Battery minder helps a lot to extend life.
  11. VetRepp

    New Shimmy

    Thanks to all the replies, I think I will forego the Hi speed taxi afterall and just put it up on jacks. It was greased at annual and there is still abundant grease in the fittings The movement was checked at the last annual (3 mo. ago) - But I think this more likely the issue. It just seemed strange to occur at relatively hi speed albeit modest braking and then stopped when I let off the brakes. Thanks again for all replies. Roger
  12. VetRepp

    New Shimmy

    I have an 2006 Ovation2. On Landing today upon rollout - braking (I was slowed down to probably @ 30-40kts when I started to brake) I got a moderately severe Nosewheel shimmy. I let off brakes and Shimmy stopped. It braked smoothly and evenly - did not pull to either side. The landing was smooth. When stopped and taxiing there was no shimmy. Take Off was w/o issue. The shimmy was bad enough that I don't feel comfortable flying it until I know why. There is nothing obvious with any of the gear. The Hockey pucks were replaced on the mains at last annual @ 3 mo ago. The tires were replaced 2 annuals ago and Hi speed balanced. Tire pressure is normal. The brakes have also been recently done. I never brake hard (I usually use full runway to slow since I pay for the brakes) I Plan on doing a Hi speed Taxi up to Rotation speed then stopping when I can get back to airport in a couple days. Talked briefly to my A&P, He thought a Hi speed Taxi was a good Idea, but he didn't have good possibilities'. Any Thoughts on causes, or what I should look or test for would be greatly appreciated. Thanks Roger
  13. VetRepp

    Bucket List

    I've many but the one that always comes to mind first is to land at both Death Valley and Leadville ( highest and lowest continental US public airports) in the same day, on a cross country trip
  14. Thanks Robert, That was my original point, Switching to GFC700 is not a part of this. Also I suspect most of the circuitry in the GIA63 vs GIA63W is the same and really shouldn't be that big of a problem for Garmiin to do a swap upgrade to our existing GIA63's, bringing the cost down, Thanks for clarifying the STEC angle - good to know. The GTX 345 handles the rest. (See Below) But the problem now is Mooney promised it all including STEC WAAS. If they hadn't, there would be no more issues (There was also another quote that included Mooney saying at a reasonable price - but didn't have time to find), I understand things change but this makes it a credibility issue. I can do fine without WAAS approaches at this time - The concern is how soon the future will eliminate ILS's (I suspect not too quickly), and the decreased value of the aircraft w/o WAAS - So now is the time to pursue it. Thanks Russ (and everyone else) for staying on top of it Roger
  15. Well, I can’t say I agree with your Math or the basis of your argument, but that's not relevant, I believe your point is whether it's worth it or not for the New Mooney to do it. To continue on with the ‘hypothetical devils advocate CEO’. The question is ‘what’s a company’s reputation worth’. How much is taking care of your former and hopefully future customers worth; Is showing prospective customers that you’ll stand by your product, a good business decision. Especially since Bad PR travels 10x faster and farther than good PR. And considering before Jerry Chen bought the company, some pilots wouldn’t consider buying a Mooney because they couldn’t be assured there would be parts or factory support there for them. This on a small scale is what’s happening. Now from what I understand, they had already committed to doing it last year, (and presumably would have budgeted for it) and from what I remember they said it would be ready @ 6 mo ago, So to drop it now affects the new companies reputation. I think when Jerry Chen bought the company, part of what he paid for was its reputation and Goodwill. I hope his intent wasn’t to leverage the reputation in order to sell entry level Planes to the Chinese market; but rather doing that as a means of getting cash so they can still produce high-quality, efficient, best in class airplanes with a loyal following. But I think the real problem is Garmin prices – They want to charge exorbitantly to correct a product that became somewhat of a liability after only a couple years and didn’t step up and provide a realistic upgrade path. I also think STEC should dig into their pockets to assist in the solution as well. I apologize for the subjective Soap Box, What I would like to know objectively is what is the real issue with certification?, what is actually involved? It’s known that the GIA63W works with G1000; It’s known they work in that airframe; It’s known that STEC55x works with G1000/GIA 63 on GPS approaches. The only issue I see with the setup is the STEC 55x working with the GIA63W on WAAS approaches. Is the GIA63 really that much different than the GIA 63W, that Garmin couldn't swap out / upgrade at a reasonable cost. So why not induce Garmin to do a swap/ upgrade of the GIA 63 to GIA63W, and disable or placard the Autopilot for WAAS approaches. This would assist in the ADS-B compliance and enable WAAS approaches (just not coupled to the autopilot)