PaulM

I always alternate batteries every flight. (Major engine start) We had a discussion at the MAPA PPP this September, the circuit to charge the second battery is not smart, it is only a single diode to each battery from the hot side of the master relay protected by a 5A fuse. If for whatever reason the "trickle charging" battery goes below a voltage where 27.3V will let it draw more than 5A, then the fuse blows and you are no longer charging that battery. If you alternate batteries, then you are guaranteed to charge each one when it is the selected master. You can only detect this failed fuse by either examining the fuses directly (there are 3-4 in the aft avionics area) or by checking the voltage on each battery while charging. The selected battery should be at 28.. and the second at 27... if the second is down at 24, then it isn't getting its trickle. You can also tell by switching to the second battery and if it starts pulling lots of Amps, then it wasn't "topped off". As for the OP's problem, I would want to know the serial# first as the lights and equipment that can drain the battery without the master enabled change from year to year. But if you zeroed the batteries they are probably shot, I have gotten years of good service from Concorde batteries, and have never had to use a battery minder. You can try and nurse them back to 24Vs... and then look for DC load when the master is off.. it could be a bad diode.. If it is a light then they are supposed to be powered off of battery #1 only.. but the 5A fuse is why Mooney says that if a battery is "Dead" it shouldn't be just started on the second battery, it should be charged up first. A start with a dead battery on standby will guarantee the circuit blows the fuse as soon as you engage the alternator.

I learned in 1988 and the standard in the 152 and 172's was speaker and microphone. My father quickly bought 4 Sigtronics headsets and the 4 place portable intercom + PTT switch. I believe one of the earliest upgrades in the 172 he bought was a SPA-400 4 place intercom... and 4 headsets were kept in it for lease back, under the idea that it would rent out more often if they were included. So I would say that personal headset ownership was rare until the mid 90's. My friend was given a David Clark setup for Christmas of 1987 in expectation that he was attending Embry-Riddle the next year and would need it. We bought one of the early analog ANR headsets, and they worked but drained the battery quickly, and at that cost was only for the pilot to hear ATC better..

You should of course consult an Aviation Tax attorney, but basically *Don't do it!! in CA*. CA will require you to pay the entire use tax if any part of the transaction is done within their taxing authority. They have levied the tax if you even met with the owner in CA flew out of state to sign the actual paperwork. TX has a fly away provision in their use tax as well as a incidental sales clause. I had no use tax liability when I bought my plane from TX. So you need either no use tax or a fly away provision... I believe that Oregon qualifies. You would still need to consult to make sure that any actions you direct about the plane (optional squawks?).. for example I paid for the IFR cert before picking up my plane.. would that have been enough for CA to claim I was exerting authority over it in their jurisdiction? Arguments can hinge on who pays the cost of taking the plane out of CA.. if you, then they can argue you are already exerting authority. They also just tax you and require you to argue against their claim, this often happens with the property tax that is levied if they find your plane at a CA airport when they do their tax survey.

Don Kaye may chime in and say that he will usually train pilots to land at KPAO. (2400). (and while I was writing this he did) I've landed at KSQL 2600'. On the best day, I've pulled off a 3000' runway with a 50' obstacle at 1600'.. but that was very light, with a headwind. etc. When I did the transition training all of the fields were 4000".. you need to train with the lengths you want to use, when I first came home to 3000' with a 50' obstacle it took three tries. Finally hitting 1.3vso on final made it work every time, so 3000' at sea level is my "don't worry about it" length. Shorter than that will be calculated and have the approach/departure obstacles evaluated, and it will not be a full gross approach. Start at a comfortable length, and work to make it shorter safely. Get the flare closer to the numbers, with moderate braking turn off or stop and measure the length via google maps/foreflight etc. I know a Mooney part 135 outfit in NJ that picks up clients from a 2300' airstrip in an Ovation Ultra.

I've found that it will unlock with either the sunglasses on, or the A20 on.. but not reliably with both. The algorithm just doesn't have enough datapoints to match.

If the Ovation has the GIA63W radios (WAAS upgrade) then you can be compliant with an upgrade (By Garmin) of the GTX33 to GTX33ES. (about $2K). You can also choose the GTX345R for ADSB-IN. If the Ovation doesn't have the WAAS upgrade then you must use the GTX345R with the built in WAAS receiver, and duplex the GPS signal from one of the existing antenna. If you want the WAAS upgrade, it is no longer sold as a Kit by Garmin/Mooney, and you need to find used GIS63W's and have a shop like Don Maxwell's build the installation from that core.

Weather looks good, but if it is a problem let me know, I'm flying down from NJ on Thursday as well.

DanB told me to check my data, and my statement was wrong about the -20.. What is odd, is that the labels on my Mooney WAAS kit box said Part Number: 010-00386-20... but then it say "box contains 011-01105-20".. Well, check with your Garmin shop and they should be able to verify. the LRU's are supposed to be generic and re-configurable for each plane. the 337 clearly lists 2x 011-01105-20.

I almost bought that Bravo 5 years ago... but the seller backed out at the last minute... I realized it was yours when I was reading the logs and saying... I've heard these issues before.

Check with your Garmin dealer, but I don't think so.. the -20 versions are not on the -34 software manifest... only the -00 and -01 revs..

If you look at those o2 concentrators, the compressor section is air only (both sides). and the nitrogen is extracted via a sieve tank. leaving the o2 and other products in smaller amounts. https://www.oxygenconcentratorstore.com/reference-material/how-concentrators-work/ From what I have seen, Haskel is the main player in this market. You just search and wait for a used one to show up... at around 2AMU, that is a lot of o2 bottles per year I would have to consume.

Not quite... it says that you don't have to remove it or INOP it... but you can't refill it. A4: A cylinder that is past the date when its 49 CFR-required requalification is due may not be installed, serviced, or refilled until it has been requalified by a person authorized under the appropriate provisions of 49 CFR. So, if you go over hydro, you don't have to remove it, you can use it until it is empty, but you can't refill it. These seem to be the general go-to 02 booster pumps.. https://www.divegearexpress.com/haskel-mini-sport-booster?gclid=CjwKCAjwk93rBRBLEiwAcMapUUG-hZBPijWuUqEIR2Ss7FUVqrMazmXcjkaxEvjmzI3WjotN18oCGBoCNdQQAvD_BwE I just use a 2 tank cascade.. 2-3 fills from a new o2 bottle @ $45. for the 115cf factory bottle.

Mike, Isn't the J a Lycoming?.. the circulate fuel with the boost pump to cool fuel is continental specific as they have a return line.. Lyc's don't have that line. We discuss this in a Bravo thread.. https://mooneyspace.com/topic/19340-vapor-lock-in-bravo/ Simon, If this is a new issue, then you should have your mag's checked... I had an issue with the starter(left) mag points failing. It would start totally cold.. but all warm/hot starts were nearly impossible after years of perfect starts.. so if this problem was new to you, you might look at the mags.

Only if running 34" of MP... you can lean at 32" or less. "When operating above 22000 ft and at manifold pressures above 32 in Hg, only best power mixture (1650 TIT) or richer is permitted. " I'f I'm making good power, I need to either trail the cowl flaps (say 1/2), or go lean of peak. otherwise the CHT's will go over 400.

MEA is about 11.5 on V556. We went straight over at 12K IFR direct to KGPI. 10K VFR is an easy route along the south of the park road though the Marias pass to west glaicier. This would be a light wind path. Otherwise I have flown a J through the Rodgers pass. (SW of great falls) Glacier isn't Colorado. There aren't plenty of 14K peaks... In a 172 we stopped at Cut Bank and drove , since we had a hard time in August getting above 10.5 at max gross.. In the Mooney we just went right over. 12K or so, plenty of extra height.

About 20 years ago my family flew eastbound from KBLI - KSFF -KLWT in a M20J.. the cascades and the rockies south-east of Klamath falls are no problem. We went from KSFF to the south of flathead lake.. and from there followed the valley to Rodger's pass. 10K cruise is well above the terrain, no oxygen required. Two years ago we came straight over glacier to KGPI at 12K in the bravo. From there to KFHR right over the top.

It was hard to separately value the GFC700 upgrade, since it required the GDU1044 replacement at the same time to get the AP buttons.. where an NXi combo is already the 2 new display units with all buttons included. All that is required is the 3 GSA81+85 servos, wiring and mounting hardware. So it feels like 10K for the display, and 15K for the servos + hardware. It is also implied by this: http://static.garmin.com/pumac/190-02128-04_03.pdf (Cessna NXi maintenance manual section 3.7.21) that the legacy autopilot code is still in the NXi codebase. The autopilots connect to GIA#2, so no hardware change there. That doesn't mean that Mooney will certify it.. just that the code is there. The early Acclaims were also S55x and lacked WAAS as well.. I believe it was nearly 2007 before the GFC700 was standard.

No, there was no change.. because the data display speeds are rendered by the GDU1040 displays that didn't change... the faster CPU in the GNS530/GIA63W only could be seen in the GNS530 than ran the display directly. The GIA63's are GNS530's without display, but in the g1000 configuration it doesn't impact the display.

That will be the odd thing in pricing.. I can't tell.. either it will be more, since it is unobtainium. Or it will be less. as the planes go to people who don't "need" WAAS. We flew them for 11 years without it. I went missed on only one approach that could have been completed on LPV before the upgrade. There will be a slow amount of wrecked planes that make GIA63W's available in the secondary market. If a NXi path comes out then there will again be a $21K WAAS package.. of course it will be coupled with the NXi cost, but it will bring a.. pay $$$ you get WAAS sort of resolution.

I have a 2005 bravo.. it is N/A for the camshaft AD., you can check by engine serial#. They are great planes, but they are thirsty. Going to the Acclaim is at least another 100K. The g1000 has the WAAS upgrade and GTX345R. As indicated above that WAAS update is $25000 and not obtainable anymore. an airplane without that upgrade should be penalized by that amount. Only one bravo that we know of has the GFC700. It was the factory test plane.

Unfortunately the only one that I know about in the NJ area had this happen: http://www.kathrynsreport.com/2019/05/mooney-m20j201-n201dg-fatal-accident.html

Surefly with a turbo keeps the unit in Fixed timing mode at all times (other than 0deg for start) No MP connection.

Thinking about it.. it could still be a welded #1 or #2 relay.... or a short on the wire from the relay to the switch. .. open the back battery compartment and assume that all relays are "hot". then you can test them there. I wouldn't buy new hardware until testing.. should only be a few checks.

Barry, When I look at the wiring diagrams that I have , there are no Analog FD connections from the 55x and the g1000 it seems to only use the ST645 digital bus for both annunciation and FD output. Does the 3100 speak the ST-645 digital interface, that is not clear in the response as it refers to ARINC and Analog interfaces.

Bat#1 and Bat#2 have separate relays, the common point is the ground connection from the master switch.. so it is probably shorted to ground somewhere in the left hand panel. pulling the battery breaker does remove the batteries from the power bus. In the schematic the common line from the switch goes to wire PB09A18 and there directly to a ground buss plug.. so look for a short between the battery select switch and and master switch. Or that the master switch failed.