toto

OT: Does anyone know what "FAA approved" to 18k or 14k means in this context? I'm not aware of any FAA approval on any particular aircraft oxygen system - the regs just say "provided with" or "uses" supplemental oxygen. Has the FAA weighed in on the use by a pilot of a concentrator/generator at any altitude? Some quick googling turned up a bunch of FAA stuff about passengers bringing concentrators on commercial flights, but nothing about GA pilots.

Out of curiosity, does the 500 have a built-in GPS receiver for use if the GTN dies?

Oh that’s a good idea. Does the G1000 manual give information about the error message? If you know for sure that it’s a reception issue (or that it’s a connectivity issue), you could certainly narrow things down.

This is what many of us use MooneySpace for. I don’t know anyone at my airport with a Mooney, and I don’t know anyone anywhere who owns a Mooney aside from this community. Every time I have a question about anything, I post it here, and it’s been invaluable.

It sounds like it might be a connection issue between your G1000 and the ADS-B transmitter? I’d go do a validation flight (or just use this one) and check via the FAA site: https://adsbperformance.faa.gov/paprrequest.aspx

I think I’ll say the same thing as everyone else, but my $0.02 is to focus on the future. The best prebuy in the world won’t prevent you from finding corrosion or engine problems in your first year of ownership, and we all have a bit of a dice roll when we go into that first annual. You always budget for the unknown unknowns and hope it’s not as bad as you fear. The good news is that you bought the plane you wanted and that will make you happy. Just get it airworthy and fly the hell out of it.

Interesting, thank you

I’d think you would need the needle nose to pull the stub out before you could move it up or down?

The shop found four different sources for the switch, and the one they ordered was new-old-stock. They just put in the new switch today. The shop ended up covering this as a warranty repair, since it wasn’t obvious how the damage happened but it happened during their inspection. It’s a positive outcome and a stand-up attitude from the shop, which I definitely appreciate. Thanks to all for your input - I leaned a lot from this thread Thanks also to the MSer who offered me a switch from their aircraft - I might very well have needed that.

The shop’s theory is that the handle was corroded and was just waiting to snap - and it was sheer luck that it happened on jacks instead of in flight.

Plane is in the shop for annual. The inspection is just about finished, one of the last things was the gear swing. Apparently when the lever was put down, the handle just snapped off .. ?? I’ve never seen anything unusual with the gear handle, it’s always worked perfectly. Has anyone seen this before?

Several people on MooneySpace have recommended Main Clinic Supply https://mainclinicsupply.com/

For whatever it’s worth, my Ack manual says that it does a one-second transmit on 121.5 during the self-test. So you have to have your radio tuned and squelch open ahead of time, then listen for one second of beep(s)…

This is something I really wish I had done. I worked with an independent A&P for about fifteen years where I did as much of the wrench turning as possible (as well as all of the grunt work). But I logged none of it. When my mechanic retired and moved away, it finally occurred to me that I could have gone the apprentice route … I only have an AIM campus locally, and I’m not going to spend that kind of money. But if I had a local community college with an AMT program, I’d strongly consider it.

The factory is in business and making parts - it may take a little while, but anecdotally it sounds like almost anything is orderable from Mooney. You might give them a call or fill out a contact form on the website. https://mooney.com