Yariv

@Buckeyechuck, I would guess to start the coffee maker for one channel:-) can any of you recommend a cabin heater?

I did call Garmin and they confirmed that the MFD/PFD bottom SD cards are TSO because not like the top card in the G1000, they are used continuously by the G1000 during the flight. However, reading all the comments here I see that quite a few pilots are using regular SanDisk SD cards with no issues. I am leaning towards doing the same but I will also keep these old TSO SD cards just in case. Thank you.

Thank you all, I am convinced to get a regular SanDisk SD cards.

Just to make sure, we are talking about the bottom cards rather than the top navigation data card, right?

Hi all, I bought a "nice" container for my sdcards to take them home each month for an update. The only issue with this container is that the cards are pressed into a tight space (soft material like sponge) and in the process of storing them the read-only protection tab (top left of the sdcard) got loose and fell off. I found it and managed to somehow re-insert it but now it is a bit flimsy. The replacement sd cards (TSO) are very expensive, at $105 each. I tried using an electric tape to hold the read/write protection tab in place but that was too sick for the G1000 MFD/PFD slots, although it worked fine in the PC card reader. Do I have to bite the bullet and buy these cards? any other creative ideas? Thank you, Yariv

Hi all, I wanted to recommend a nice product that allows me to pre-heat my engine (Reiff engine pre-heat) before I arrive at my hangar. The remote control switch is called SwitcheOn and has 2 or 4 output channels, rated at 1800 watts. I bought the 2-channel unit and I am very happy with it and the support. It is very easy to set up (just scan a QR code using an app on the phone). I have already used it once - I programmed the unit to turn on 4 hours before my flight and was able to warm my hands on the engine cowling when I arrived. The Verizon 5G cell service fee ($50) is included for the 1st year, after that it will renew automatically for $50 on the expiration month, once you upload the billing information.

Update: good news - it was fixed exactly like many of you suggested, by pulling on the tab. The local shop did it, with a small plier being careful not to scratch the paint. They marked the position of the stall vane/tab and installed it using that mark. I flew it this afternoon, did many stalled in different configurations and the alarm came on before the stall:-), at the correct speed. i am very happy that we did not end up needing to ship it for an overhaul. thank you very much for all the good advice. Enclosed it the picture of the stall vane after the fix. It looks like it protrudes more than in the previous picture when it was stuck.

Thanks @Jeff_S. I have tried this but there was no change. The tab moves freely and is not bent.

Thank you @GeeBee! This is very helpful.

This is great to know. Thank you very much. here are a few things I learned today: i can silence the stall alarm, both the high pitch continuous alarm and the voice alarm, by pulling the 5 amp Engine Inst circuit breaker. However, as expected, you would lose all engine instruments displays. i can silence the voice alarm only (“stall, stall…”) by pulling the Audio circuit breaker. At this point you can only communicate on radio #1 but the high pitch stall alarm is still in the background and could be heard by ATC even though you don’t hear that sound in your headset. the only way to get to the stall switch is through the inspection plate directly underneath it. This plate is riveted to the wing but should be straight forward to drill the rivets out. the local shop is handling this now. The first step is to access the switch and check if it is the problem by disconnecting it and verifying the stall alarm stops sounding. i will continue to update with findings as I know more. Thanks again for all your help.

Do you remember which 2 CBS? Enclosed below is a picture of the circuit breakers in my Mooney -

Thank you very much for the advice, this is really helpful. This is such a huge knowledge base. I will update the thread along the way. So far it doesn't look like I can fly it in this condition to a Mooney Service Center so I may need to have the local shop handle it.

@GeeBeehow can you tell? totally sure?

Mine looks simple to remove just that I am not sure I should mess with it as it is set at a certain position along the leading edge. Thank you for the information.

Hi all, enclosed here is a link to a video I took of my Mooney on the ground when turning the master switch on - https://1drv.ms/v/s!Ajg51CbGb28qioNU40F4yOKtXrlIYQ the problem started when it went for IFR certification last Wednesday. The technician called me and asked me if I had a trick to silence the stall alarm. He said all he did was to connect the aux power supply unit to the airplane and then when he turned the master switch on the stall alarm started sounding - high pitch continuous tone with “Stall Stall…” in between. They towed the airplane from my hangar to their shop for this IFR certification. i checked a few things - - the stall switch on the wing, it moved freely and came down on its own when releasing it from the up position - no circuit breakers popped out - there is no dedicated CB for the stall alarm i flew the airplane under IFR the previous week for a long cross-country flight with no issues at all. Every time I have landed this airplane I heard the stall alarm sounding during the flare but then it turned off after the landing. i did exercise the TKS system during the last flight in altitude (warm temperatures though) and was told by the technician that the TKS pump was left on when he turned the master switch on. Not sure if it is relevant or if it was really on or not:-). The OFF position of the switch is kind of tricky to judge by sight as it is between the normal mode and “max” mode. I do remember turning it off and confirming that the light was off. the shop tried a few things as well - cleaned the stall switch with a de-oxide spray but that did not help. Also, moving the stall switch tab did not help change anything. i noticed a few postings here about the same issue and I am hoping to get more information on how some of these issues were fixed. the nearest MSC to me is in Troutdale, OR (Advanced Aircraft Services) but i do not know how I can fly the airplane in this condition. The alternative is to let the local shop that did the IFR certification investigate the issue, but I’d prefer a Mooney Service Center do that. thank you, yariv N33GX

Garmin had it on loan in late 2004 and then it was sold to the first customer in early 2005 with the G1000. The customer upgraded it to WAAS and switched to GFC700 in 2007 I think. Yes, I am very excited to own this capable airplane and cannot wait until I as comfortable with it as I was with the previous Ovation that had Garmin 530 and KFC-150:-). The Ovation displayed in the Flying magazine has the same paint scheme as mine.

Here it is

It is WAAS. This is one of the first Ovations that was loaned to Garmin to do these tests early on.

Donkaye is in the Bay Area, some 600 miles away. I may contact him when I visit the Bay Area.

Thank you Carusoam:-), I will post pictures soon.

Haha, I am looking to be IFR proficient using it, the rest is easy. I did fly it from Minnesota to Washington in IFR but did not need to shoot any approaches, it was all visual approaches.

I acquired a 2004 Ovation 2 GX equipped with G1000 and GFC700 and would like to get some dual time with a Mooney experienced CFII that knows the G1000 inside out. thank you. yariv

I finally found my next Ovation - 2004 Ovation 2 GX, Fiki, G1000, and GFC700. My next expensive purchase will be an external power unit so that I can play with the G1000 without draining the battery.

I had a 1964 M20E for 10 years and never had any problem with the landing gear. Your right arm may become longer though:-)

Thank you all, I have already made arrangements with Mile High Services at KCFO, same field where the airplane is.