AlexLev

Thanks, Sean - I promise I'm taking good care of her and have her hangared! Fake owls.. there was a nest from it sitting at Airmods that although mostly removed, I still find a little piece of every now and then -- used compressed air to get most of it out and will use water to spray it down once the weather warms up to do another wash & wax. As far as cleaning up that rust or whatever it may be, I just take nail polish to remove and then touch it up with that touch up paint you provided? I put a couple new EGT probes in her today and changed her oil! She got me down to Charleston, SC from Buffalo a few months ago safely. Thank you for maintaining her so well before me and caring so much about her. She's a true joy to fly.

I have a little rust on some fasteners.. on the tail -- is this little itty rust anything to worry about (picture attached)? What can be done about it so it doesn't spread? I rubbed a little Corrosion X on it today, but otherwise -- what are some tips to make this '68 airframe last at least another 20+ years? Would love to learn more from other's experience: * What to do about small surface rust (I assume this is what this is) like this? Can it turn into anything more serious/dangerous? * I've been working to get the remnants of a birds nest out of my tail for the last month or so. Any tips? I think I got 99% of it out, but sometimes I find a piece. Is this the sort of stuff that can promote corrosion? * I have the plane based far away from any salt water and in a hangar. What else can be done? Is using soap on the wings bad to wipe down the bugs if it's that crappy liquid soap that may have some unfriendly elements? ...yet another rust topic!

Simple fix: the splitter had a loose connection. Opened up the panel on the left side, reseated the connection, then safety wired the splitter to prevent it from bouncing around as much. Thanks guys!

So update: 1) Emailed FAA on March 19th, asked if I could still get a rebate despite doing the 330 to ES upgrade around March 4th, they said to go ahead and submit the form and just put the scheduled upgrade for any future date. 2) Had a hell of a time doing the verification flight...got a lot of "Ground to Air" errors, but ended up getting a PASS on what was not even meant to be a verification flight but a XC. 3) Plugged number in yesterday and got approval today! Thanks to this thread I'm getting $500! Thanks guys! Who said the FAA was not a reasonable and easy to work with agency?

Has anyone done a conversation to a 200HP engine on this forum from a C or G? I looked into it a while back and it didn't seem to make sense. What are the all-in estimated costs if I find a used engine like this? I have an M20G that I'd love to get an extra 20HP for. Would my useful load change at all as part of the extra HP? An extra 100lbs would be perfect (said every Mooney owner ever).

Beautiful plane. Good luck with the sale!

Thanks guys, I have an appointment with the avionics shop in a few days to troubleshoot this. It is the same antenna for VOR #1 and #2, so I wonder if it's something internal with the Garmin unit. Hopefully will be covered under their refurb warranty.

I have a G model and the cowl flaps are fixed and not adjustable.

I live in Buffalo and did my prebuy at Weber in PA, but the plane was only about 30 miles from there. What are some reputable MSC's near Columbus?

Reminds me of this video: (1:07) For those suggesting contact cleaner, do you mean simply removing the 430w and spraying the back of it as well as the tray? Any contact cleaner will work? I can just get something at Wal-Mart?

Hm, not as strong as the other VOR. So would that likely be an antenna issue?

I'll look into it. Actually not sure if the antenna is shared with the #2 VOR, I'd imagine prob two different antennas. Thanks!

I experience the same issue in my 1968G and my #3 cylinder. EGT bounces anywhere from 1000-1500 in cruise. Sometimes I think there's a weird vibration, but I've only owned my plane for three months so I'm not sure yet. It could just be normal and the way the plane cruises. I've taken 4+ hour cross countries multiple times and CHTs are stable and plane performs fine. I've put over 50 hours on the engine since the problem started happening and it flies well, but hoping to get it worked out in the next month or two. Wanted to buy some extra probes to bring into the shop, but having trouble locating the Westech 713-2dwk probes that the Aerospace Logic EGT-4 unit recommends using. Let me know if you figure this out and I will as well! Hopefully it's just some bad probes and not any issue creeping up on the engine...

The 430w problems seem to continue. Just a month ago, I sent the unit back for an overhaul because my right knob was bugging out. $1,000 later, that seemed to be fixed and Garmin also said they fixed an "unrelated mainboard issue," without specifying any details. Well, today doing some instrument approaches, the localizer on ILS approaches worked fine, but when attempting to track a VOR, any VOR that was 15 miles or more away didn't seem to lock in. I could only lock in the closest one, but my King VOR (#2) could get other ones fine. I could not do some VOR approaches on the 430w because of the issue. Has anyone experienced this? Is it another potential internal problem with the 430w? Will Garmin try to get another $900 out of me to fix it? I'll call the avionics shop on Monday to see as I recently had the plane in there for a 330>ES update and I know some of the wiring had to be redone to get the units to talk to each other, so who knows, maybe something got setup incorrectly; just strange that the ILS seems to work fine and the VORs do track, but it seems like only if I'm within 15-20 miles of them. Any suggestions + experience, welcome. Happy to report back if/when I find a solution.

So I saw the AOPA magazine said the 330 to ES is now eligible, so thank you for this thread! I emailed the FAA and asked if I could still get the rebate despite equipping two weeks ago and they said I am still eligible and to simply submit an installation date of any day in the future in the form. So thankful for this thread!

Do I have any options? I just got my ADSB upgrade last week via the 330 to ES. Is it too late to apply for the rebate? Also, do you have any source for this news?

Not sure how concerning a small amount is, I think 25ppm is actually allowed for an 8-hour work day: "max 8-hour avg CO level allowed in occupational settings for an 8-hour workday over a 40-hour workweek by the American Conference of Governmental Industrial Hygienists." However, it would be something I'd be curious about and fix at the very least at annual if possible. My CO meter = 5-8ppm when on the ground and 3-5ppm in climb and 0ppm eventually during cruise within 5minutes or so even with cabin heat fully on. I do have it mounted by the door though, so I'm not sure if that makes a difference.

I just did my ADS-B Out. I already had a 430W (although recently had to pony up $1,000 to repair it) and a GTX 330 that I sent in for the ES upgrade. $1164 for the ES upgrade + about 350-400 labor (they did 4 hours + charged me for some coax wires), for a total of about $1530. No rebate on the ES upgrade unfortunately.

I love my J-bar G. You mentioned you want to throw a folding bike in the back, you definitely could do that with this plane, but there's only one that may fit in through the baggage door (let me know if you want me to try and dig out the link). Does part of me wish I had an F? I don't know. Maybe. An extra hundred pounds of UL would surely be nice, but I do like the simplicity of a carburated plane and the 180hp engine. Cheaper to overhaul than an F! If you find one that's well maintained, don't avoid it just cuz it's a G ;). If you want some tips on what to look for on pre-buy, @DXBhelped me out a ton with the process! I would just rehash his advice. As far as speed: I plan around 136knots or so with my G. I flew it from Buffalo to Raleigh and then to Charleston a few weekends ago and it was fast enough for me.

Takes about 5 minutes to take off my G model's cowling and maybe 5-15 to put it back on?

Sounds good! I was looking at this probe: http://www.aircraftspruce.com/catalog/inpages/egtprobekit.php?clickkey=245125 but not sure which ones I can replace with. And Clarence, thanks for the advice -- I have the plane in a shop now for an ADSB upgrade and I wanted them to look into it fixing the probes -- I'll talk with a mechanic later and see what they quote.

Just saw this on another forum. Haha. Fess up, which one of you is responsible for this myth and taking 2-hours to remove your cowling??

I hear you, it's more than I can afford at the moment but I would still prefer to fix the EGT sensor I do have so as to have some info in flight, even if it is not exportable.

Late response here, but do you know what sort of probes I'd need to replace 1/2? They're not $180/each, are they? The ones I see on aircraftspruce are pretty pricey and I'm not sure if there are less expensive alternatives. It turns out I don't have a G2, just two different Aerospace Logic units. One for CHT and one for EGT. The CHT one is working fine.

Welcome!! Tell us more about the bird, how did you find her? Panel? What your plans with her?