Steve2

Here's the schematic for the standby alternator installation & flight manual supplement describing operation. Regards, Steve....... 940105_A.pdf stbyaltM-R-S rev D.pdf

Have you tried these guys? https://spinner-repairs.com/spinner_repairs.html

My experiences with Sick mags are largely positive, I maintain a fleet of 13 172s of which all but 1 have slick mags & 7 Aztecs of which 3 or 4 engines have bendix mags. These aircraft are flown 700 - 1000hrs/yr with no scheduled magneto inspections / maintenance other than 100hr verification/adjustment of engine to magneto timing. From memory over the last 5 years there have been 2 or 3 bendix failures total & I'd estimate an average of 2 or 3 slick mag failures /year. Every annual inspection all magnetos are removed, IRAN'd and reinstalled - most common part to replace is the sub $1 cam M3611, occasionally an $80 set of points and on the extreemly rare occasion a $350 coil.

it may look something like this....usually wrapped in a big fat bundle of orange firesleeve. https://www.aircraftspruce.com/catalog/inpages/edm700transducgrav.php?clickkey=50353 might be located on the top of the engine in the line running to your flow divider. I run a bunch of these in a fleet of aerial survey 172s, every once in a while one will go bad and start to read 0 gph.

Just saw that there are 2 GIA63Ws for sale on Beechtalk this morning. https://www.beechtalk.com/forums/viewtopic.php?f=44&t=165834 Good morning, I'm helping a friend going through his inventory and he has (2) GIA 63W that apparently are NOS (still in Garmin's packaging) but have no paperwork. P/N is 011-01105-01.Any offers?Cheers, William

I had a customer that was attending a university part 141 aviation course, he owned a PA-38-112 that he used to commute to parents home in Southern LA on the weekends. The institution sent him a letter advising the the flight time he accumulated in his PA-38 would not be counted towards his 141 requirements - obviously it counted towards his TT and provided an education is aircraft ownership and operations that they could never provide. I suggest verifying with potential institutions what there position would be regarding flight time accumulated in your aircraft. After graduation there will be the need to accumulate hours and reach the magic 1500, the most common route is flight instruction, may I suggest he look at aerial imagery as well / instead, I'm part owner of an imagery company and our pilots generally acquire 700 - 1000 hours/year flying Cessna 172s or Piper Aztecs around the lower 48, every year we hire 10-15 pilots with wet ink on their commercial certificates.

I operated 6 or 7 172s that were fitted Corona overhauled engines, all made it to around 2700-3000 hours without any problems other than the occasional leaking exhust valve. When I was looking to overhaul the engine in my O I tried to contact them for a quote, called and left messages, emailed, used the web site contact form.....no response.

I had the same issue with Dawley, at one time good pricing and turnaround - then overnight repeatedly taking forever to complete work along with missed timelines.

Looks like Dodson has a bunch parted out. https://www.controller.com/listings/aircraft/salvage/list/category/13/aircraft/manufacturer/mooney/model/m20j

Thanks carusoam, we've had the O since around May 2018, always been a Mooney fan - I had an 88 J as my 1st aircraft back in 2000, swapped that for a FIKI Bravo in '03.

It certainly sounds like a failure in the charging system, did you notice a discharge indiction on the ammeter during the flight? I would guess that your battery is now significantly discharged and possibly incapable of turning the engine over, if that's the case I'd suggest charging it overnight rather than jumping it - much easier on the battery.