VetRepp

Thanks to everyone who replied, to KSMooniac - Thanks - Airparts had it and it is being shipped now. * Textron also had in stock but I was quoted $1700 (More than twice the going rate) when I called them to order

I have 1 of my batteries need to be replaced - it's a Concorde RG 24-15. Noone anywhere seems to have any in stock. The 24-16 is almost identical in size and is identical in specs and would actually work better - but is not listed as acceptable - and Mooney says only Gill-243 and / or concorde RG-24-11M are authorized (Despite having inferior battery specs) As I understand it, technically my plane (M20R) is grounded w/o #2 functional batteries. (Are there exceptions for VFR flight only?. and I also have a BFR coming due). I'd Rather not switch or mix n match in my plane - if I don't have to. (Chief says available in May - Spruce lists this week on website - but a phone call to them says likely March, Shop-Boeing-- March?, (Aviall doubled the price on call up and it wasn't clear if they had any) everyone else is also out of stock. I'd rather stick with the RG 24-15 - The current one (no pun intended) lasted almost 8 yrs on Battery minder - so you can imagine my shock at the new prices. Does anyone know where to find? or thoughts on mixing batteries with different amps (and weights)? Thanks in advance Roger

I'm curious what others see and what is normal or acceptable. I routinely see @ 80-90 temp difference in my EGT (#4 highest and #1 lowest); and 40-42 temp difference in CHT (#5 highest and #1 lowest). I have a IO550 G-PL (i.e. 310 conversion), and typically run ROP (Leaning with G1000 - cyl #6 peaks first, although I rarely use it to lean anymore because it invariably results in a FF of @ 16.8 to run 100 ROP) - 2400 rpm, 23.6 MP , no pixie hole . Just curious, Thanks for input Roger

FlyQ . (I Have Garmin pilot thru database subscription add on, and FlyQ. I had FF a long time ago and got tired of their nickel and diming and dumped them. I use FlyQ almost exclusively - I like it the best , easy to use , intuitive, not cluttered, and very cheap lifetime subscription. I sometimes use GP in cockpit bcs it connects to G1000,)

Since there are several inspection panels to chose from on the Mooney, I'm curious which ones people are choosing, why and if there were any issues with the selection. (I'd love to see post-instal pics if so inclined ) Thanks Roger

I don't unfortunately, It's a 2006 w/ G1000, The engine monitor was how we could tell where to start since #1 cylinder did not rise. I had just started it and it ran rough from the beginning (it wasn't just a first start roughness that smoothes out in 30 sec) - So I taxiied it nervously over to the A&P cause I wanted him to witness it , I didn't dare increase RPM over 1000. I don't know how to harvest data from the my G1000 or if it's even possible with that year software setup? But prior to annual - No problem. Thanks Roger

I just got my plane back from Annual, It ran perfectly beforehand and no squawks going in. (A little history ... Converted the engine to Ovation 3 (310hp) at last annual – Only engine change required is increasing prop governor speed and increasing fuel flow. Anyway as I said it ran perfectly for a whole year.) Nothing was found to be an issue during annual except the Spark plugs were apparently out of tolerance and replaced. They ran engine afterwards and everything was OK. Went down today to fly it for the first time since signed off a couple days ago. Engine running rough. #1 cylinder not making power. They checked it out and thought fuel injector nozzle to cylinder #1 was getting plugged (as part of the annual they ultrasonically cleaned all injectors). Recleaned the injector put back together. The issue then changed to Cylinder #2, Repeated the process, Recleaned put back together. The issue change to Cylinder #3, Repeated the process, Recleaned put back together. The issue changed back to Cylinder #1, - They tried with the old plugs back in; They rechecked magneto timing - no change. (BTW The Magneto is hundreds of hours away from it’s 500hr overhaul) They disconnected and checked the fuel going to each cylinder using the fuel pump and reported has debris?? They think a gasket or something might be disintegrating in the Fuel manifold that sits atop the engine. That’s as far as they got today. (BTW The spark plugs were changed from Champion fine wire to Tempest, but they’re convinced it’s the fuel side of combustion that’s causing the problem.) Questions: 1) Is this just incredibly bad and coincidental timing – (first time check out after annual – running fine beforehand) or could it be related to annual. To my knowledge the only part of the annual that involves the fuel system is cleaning the fuel screens and Injectors. 2) Does it make sense to jump from Cylinder to cylinder? 3) Any other thoughts as to cause, or what’s gone on would be appreciated Thanks in advance Roger

+1 for going toTroutdale...... Advanced Aircraft Services....... a Mooney Service Center.

I have a 2006 Ovation 2 converted to 3, I was just told the O2 bottle has a useful life of @ 15 yrs. I've not heard of that before or seen it listed anywhere. I know it needs to be Hydro tested every 5 yrs. Is this correct? Anyone know if/when it needs mandatory replacement; and typical costs for the built in O2 bottle in a 2006 M20R? Thanks in advance Roger

+1 form switching after shutdown. I've found on my G1000, that switching while engine running can play havoc with the MFD/PFD displays briefly (which doesn't seem good for them or at least bothers me more so I don't)

I just recently installed a GTX 345R in my G1000 equipped Ovation. I'm not sure I'm getting traffic voice alerts. What parameters Distance trajectory , altitude ?) set off a traffic aural warning? And are they different from visual traffic alerts (I've had a visual traffic alert but not a clear voice alert yet) Trying to discern if I have a settings issue or an expectations issue. What have others experienced? Thanks for your input Roger

Just updated my G1000 to ADSB - replaced GTX33 - in perfect shape. Make offer

For the IFR experts, When do you use Alternate Air and / or Alternate Static on IFR flights? In any visible moisture at +/-10 C Freezing? In heavy rain conditions? (in all rain conditions?) What determines your decision of when to use or not? Thanks Roger

Thanks, I just now found that also - I'll probably order them since I'll need to replace in next 6 mo and worried about continued availability (and these are TSO'd specifically for the AK-451). It says neither are stocked in either Spruce location , so hopefully they are available.

I have an Ameri-King AK-451 ELT, I have never had a problem with it - but the FAA has, and it is subject to AD inspection yearly (which is done normally with annual anyway and has always passed) and then replaced when it doesn't pass. The batteries are 5-yr which will be expired this year. 1) Does anyone know of replacement batteries? 2) With no batteries available, the unit will no longer pass and needs replacement. Kannad makes a replacement Ameri-King Retrofit ELT. Does anyone have any experience with this unit? or what have others used. Thanks in advance for all your collective wisdom Roger

Just Curious, What's actually required to become a Mooney Service Center?

I Have a small part that needs to be painted (Replaced Cracked Gear Door) It is removable and is not a flight surface. No paint shops at my field and I've Called, talked to, but not received follow up from the nearest and widely recommended shops (I'm guessing too small a job to be bothered with) In any case - I was thinking of taking to local auto painter , Any thoughts on whether this would be an appropriate solution? Thanks Roger

I'm due for an annual in a few months. I've always used my Local A&P who does a good job and is quite knowledgeable about Mooneys, But I'm considering every few annuals going to a MSC. First, any thought s on that approach ? Second, Any experiences (Good and BAD) with the MSC's on the west coast? (California/Oregon maybe?) or other recommendations. (Thanks in advance for all your collective wisdoms) Roger

I get mine done at a Fire Equipment Distribution company - If there is something similar in your area - worth a call - Dramatically less expensive than thru an A&P.

I have a gear door that I needed to replace that now needs painting, and I thought at the same time I might have a few small scratches and a medium chip touched up. Any recommendations for Paint shops in Central or Northern California? Thanks Roger

Ditto, I switched a while back and glad I did. (They don't seem to nickle and dime like Foreflight) I just wish (FLYQ are you listening) They'd incorporate Jepp charts, so I can get rid of the terrible and very buggy Jeppveiw

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)

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

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

Aluminum, Part #550089-9508 Thanks