MikeOH

Get the left tank down to 1/2, or less. Get a camera, or some way to view, in the tank. Then take a hose to the top of the wing and see if any water starts leaking in.

SMD is a whole different situation; early days of SMD were fraught with low yields and poor reliability, but not related to the vibration issues associated with soldered stranded wire. Even a properly soldered stranded wire to a RIGID connection point (e.g. a wire ring terminal) is just asking for long term reliability issues. A properly crimped (gas tight) connection is FAR superior to a soldered one. There is ALWAYS a stress point where the flexible, non-soldered, portion of the wire meets the portion of the wire where the solder HAS wicked. In a high vibe environment (e.g. an aircraft) time is going to fatigue that interface. BWTHDIK, just another 40+ year EE.

Replaced all my worn out plugs about a year ago with the same massives; was tempted to try the fine wires but I wasn't having any issues with fouling, so I just went with what was, and still is, working. Looks like a good decision

That's hardly the owner produced part scenario being discussed. If you can buy the EXACT part number, I don't see a problem, either.

Replace/rebuild bank balance would be my guess!

So, how is this development going to affect insurance? @Parker_Woodruff

Hmm, which one do you believe if they disagree? Better buy a THIRD one

To expound on what Carusoam just posted, and establish myself as a heretic... I fly in busy SoCal airspace so you'd think I'd love ADSB, but I haven't been all that impressed. I've had ADS-B IN via Scout for over two years and thought it might have better performance after installing the TailBeacon in late December for the OUT requirement. Meh, not so much. ATC point-outs commonly aren't showing up, and I've noticed rather large discrepancies of position on my Foreflight display vs. where the traffic is out the windscreen! I'm not about to change my 'head on a swivel' policy! And, it's worthless in the traffic pattern (actually a hazard if you've got your head down looking at screen when in a traffic pattern).

Hmm, I'm in Southern California....what kind of pizza?

I have the FORENSICS CO detector ($100 on Amazon) and occasionally see 10-50 ppm during run-up, depending upon wind direction. It's always read zero in flight even with the heater on. I've never worried about it.

@carusoam Very true! I rented an M20B for several years before buying my F; I got a good rate, just over $1000, my first year of ownership

Phenolic, perhaps?

Thank you! So, go out and machine those gears on your home mill everyone!

Yes. I am familiar with the ACs and the concept of owner produced parts. It isn't that hard... for some parts; e.g. skin panel. It can be very hard for parts such as hardened steel gears in a landing-gear gearbox. It is pretty clear in all of the FAA references that you have to substantiate how you established that your "owner produced part" meets the original part's design requirements. Yes, you can have an existing part copied. However, if you have a worn out gear, just how are you going to establish the proper new limit dimensions? How about if the gears were case hardened? Maybe the surface hardening has worn through? Do you know? Do you even know if the entire gear is hardened, or just the surface? Are you going to send out the gears for analysis to determine proper material? Again, no one is going to care if there is never an issue. But, since the FACTORY gears have been know to fail (hence the AD for the Part 1 and 2 inspection), just what is going to happen with your insurance when YOUR owner produced gears fail? No doubt you can find a machine shop to copy the gears and a willing A&P/IA to sign them off as airworthy. But, the question remains, if they fail and your insurance denies the claim do you think that A&P and machine shop is going to make good on your gear-up repair? Paranoid? You bet I am. Maybe @Parker_Woodruff can comment on how an insurance company would view such a claim. If he says, "no problem, they'd cover such a gear-up," I'll back off of my paranoia

If the static system is NOT opened, I do not believe 91.413 requires a static system check for transponder install. Not even sure it's required if the new transponder, within the previous 24 calendar months, "...has been tested and inspected and found to comply with appendix F of part 43 of this chapter." (91.413b). I would think a brand new, certified, transponder would meet that requirement. But, I could be wrong. Hopefully, one of our avionics shop members can chime in. In any case, static system test is NOT required when installing a Sky/TailBeacon

Ah, and there's the rub, "IF THE REQUIREMENTS ARE MET." Absent the original Mooney drawings and/or requirements just how do you plan on establishing that the requirements are, in FACT, met?

Logbook entry showing installation and traceability. Isn't that required when a part is replaced? Sure, if you want to leave the entry out of the logs entirely...

Then the install of the airspeed switch is going to require a re-cert of the static system. That runs a couple hundred bucks, I believe. Hmm, using the logic of your last sentence we can conclude, "When <insert any piece of equipment> dies, and it(they) will, then you are more $$$ than replacing everything with new." Thanks, but I'll wait until there's a reason to replace everything in the plane We can go back and forth forever, but you have failed to prove that the install of even the lowest cost 1090 system is not going to be at least $1000 more, all in, than a Sky/TailBeacon. Your earlier comment implies that putting in Sky/TailBeacon is somehow not "doing it right" is just not true. This thread is about 978 vs. 1090 and both solutions are "doing it right" for different groups of pilots. To imply it is NOT any more expensive to put in a 1090 system is also NOT true.

Yes, $2300 was what I was seeing with the pigtail. Thanks for confirming it is not $1700. Looks like the airspeed switch is another $125. Plus install. I believe the T22 is two boxes that need to be mounted separately and a harness run between them. Labor for the whole install? So, I'm still not seeing this as less than $1000 more than the Sky/TailBeacon solution.

Hmm, whenever I think about "owner produced" parts I don't care what SGOTIs, or the FAA thinks. But, I do care what my insurance company might think after a failure is traced to a part made by anyone but the factory (or PMA). If my factory gears fail and cause a gear-up, and have had Part I and Part II inspections completed and logged, I have NO doubt insurance will pay out. What happens when their investigation reveals failed "homemade" gears to be the cause?

Which Trig model for certified aircraft is $1700? Does it require an airspeed switch to be purchased and installed? Cost of cable to hook it to a 430W, or other WAAS source? Glad to hear moving to Texas would save tax on aircraft parts, but I think most would agree that including taxes Is part of the total cost for most people.

Hmm, I suspect that $2800 is without tax...so, roughly another $250 in the People's Republik of Kalifornia. And, "should not be that many hours to install" is a bit vague, don't you think? Would that be only 3 hours at, what, $150/hour...or could that really be 5 hours? Either way I'm seeing well over $1000 difference for an installed and working system. Again, for a system that the government has FORCED me to install.

Dang, man! Your last few posts seem to have a pretty bitter tone to them...is there something YOU are not sharing? I mean, it's not like other manufacturers don't have issues, or have the latest state-of-the-art systems come out every six months. How long was the 430 around before the 650 finally showed up? I don't recall you bemoaning how ancient Garmin was. Frankly, I'm not a fan of touchscreens in the panel; a little turbulence and they are a hassle. I give Andy a lot of credit for coming on here, admitting the issues, and offering to help people out. I don't see other major avionics manufacturers like Garmin or BK coming on here to answer questions and discuss their problems.

You know, I think I did it right: I went with 978 and it cost, all in, $2200. What's the cheapest, installed, with tax, 1090 solution? If that price difference is more than $1000, that's an amount that "makes dollars" to me! It is NOT insignificant to spend an extra $1000, or more, on something I am forced to buy in the first place! Also, I've never flown out of the country and it's my understanding Canada and Mexico are NOT yet requiring ADSB-out, anyway. I already had a Scout for ADSB-in, and have been quite happy with it. I believe it was $200.

@Parker_Woodruff Thanks! I'm going with his carrier is the one that decided to exit the GA market as he had the policy for a year on his M20J before they didn't renew the next year. Maybe @kommers will share the name and you can confirm if that's the one you remember.