toto

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

I used to do this every year before I started buying a OnePak. The process is a little bit strange - Aircraft Spruce “ships” you a code via email that you enter into GP as a coupon/voucher. But it works fine and saves a couple bucks. If you’re only buying the standard version, it’s probably not worth the trouble. But for the Pro version, buying from Spruce is the best deal going imo.

Yeah, only with the OnePak

Ha, yeah that’s certainly true. It was an insane time suck.

I’m happy to have my leather Jepp binders frozen in time, but it’s annoying that we have db subscriptions that cost as much as the old Jepp paper subscriptions - and then have to pay for the EFB subscription on top of that. It’s a rounding error in aviation, but still. If Garmin included GP in a OnePak, I’d be a happy camper

I thought a little bit about this - and I agree that it’s kind of a crazy model. But anyway - I suspect they do this so you get the Premium features whenever you have an active OnePak subscription, but your base product subscription is independent. If they tied the base subscription to the OnePak and you paid separately for the Premium upgrade, then you could end up paying for a year of the Premium upgrade and have the base product disappear one day later when your OnePak expires. Given the cost of a OnePak I think it would be a significant competitive moat just to include the GP Premium product from soup to nuts. But I’m guessing that’s why they give you the upgrade and not the base subscription.

To save others having to Google this … https://alphasystemsaoa.com/

Ouch

Flew a couple of hours today, playing with SmartCharts under VFR. The presentation is really pretty clear and easy to follow, much less busy than traditional NOS or Jepp charts. It’s going to take a little time to get used to these before I’d be comfortable using as my primary chart reference for an IFR flight, but not much time. For the most part, I think these are all gain, no pain. Feels like a 21st century improvement over a mid-20th century product.

I noticed in the release notes that anyone with a standard subscription to GP will get a free three-month upgrade to premium to check out the SmartCharts features. This useful for me, since my OnePak just expired about a week ago … but also for anyone who wants to explore the full feature set for the $100 cost of the standard edition.

They're in the middle of building a Sling TSi, so they'll soon be at something closer to Mooney speeds

I’m in Kansas City, always hangared