r0ckst4r

I have since scoured all the maintenance log books, W&B, POH and STCs and every other record I have for any hint of this thing and have still come up with nothing. Even Google searches for indicator lights of various GPS and autopilot units has not resulted in anything that looks like this. I'm looking forward to seeing if the avionics shop can shed some light on this.

It is nowhere to be found in any STC documentation and has gone through 3 annuals and an IFR checkride. Hence the confusion.

What is the long vertical indicator light strip there on the left of the JPI (MSG,HLD,WPT,APR)? I've flown about 3 years and 300 hours VFR and IFR in this bird and I've never seen this light up once. It looks like it should be coupled to the GPS to indicate messages and waypoints and such. It's nowhere in the POH and it doesn't look like it was original equipment. Anyone else have anything like this? As far as I know the plane had at least 2 GPS units, the final upgrade is the current GTN-650 which was done before my ownership. I ask because I am doing some upgrades and will probably just delete it.

Well, I managed to check the connections and they seem secure. Unfortunately, because of where is is positioned it was extremely difficult to get back there and test with the multimeter without some significant disassembly which I wasn't prepared for. Going to have to just take it to the avionics shop, and probably go for the 730 upgrade JPI offers.

I went to fly the Ovation last weekend and when I powered up the JPI EDM 700 didn't. No flickering just black. Reset the fuses and still nothing. I'm going to poke around a little this coming weekend with my multi-meter to see at least it is getting power but just wanted to check in with you guys to see if anyone had any experience with this or know what pins should be hot when testing. Looking at pictures of the back of one online doesn't show me an obvious place to test for power, just a bunch of serial ports. I'm assuming one of those connectors has a power and ground coming off it but any little tid bits of info would be welcome before I take a look.

Sorry to bring this up from the dead but this was a mission of mine a few years ago. I was in Sumter, SC at the time and had been going to Lynn at AGL religiously for my annuals based on all the recommendations from this board. Lynn left for Texas and AGL was bought out. I had never heard anything about Precision-Air in Manning however it was incredibly close to me so I gave it a try. Things went well and it was an uneventful annual (last February), I got some new tires that I needed, and the O hasn't given me any squawks. So I was pleased, not sure if just lucky because the plane didn't need much but I can tell you that I would go back if I was still in the area. Now on the subject on what constitutes a Mooney Service Center other than just being listed on the website. I searched high and low and even contacted Mooney for an answer on how to become a MSC. I can tell you I doubt there is much vetting if any and it may just be a fee to pay just to advertise yourself as a service center. They told me that there were some "standards" but not how the center met those standards or if there was any continuing renewal or check ups on these shops. No one gave me a straight answer. So all in all I am a little more hesitant to put much weight on the MSC designation and would just try and make sure you can find a reputable A&P that you know has some experience with your specific model.

Yes, but which one is it? 5, 6, or 7? The parts diagram does not seem to be too helpful here

I have a few camlocks that are missing from my belly pan. I have been trying to read the parts diagram but have not had much success. There are three parts listed for the belly panel: 27S3-5 @STUD 27S3-6 @STUD (FUS STA 90.25) 27S3-7 @STUD, L/E Anyone know the correct part number so I know what to order?

@CAV Ice PM sent

I've noticed a slow leak from the TKS system and took off the belly panel to inspect further. These are the pictures of what i found. The leak is coming off of the hose clamp. I did not dissasemble things any further since I was planning on flying this weekend. The little hose clamp was tightened but did not make any difference. @CAV Ice what are the parts needed to replace this? Anyone experience this before or have any tips?

I also have notice a belly leak. Can you post some more information on the parts and work required for this?

Here was my solution. As recommended I got a sheet of polycarbonate but instead of fabricating just the "window" I decided to replace the entire piece. It's worked great so far.

Mine is non-FIKI so I guess that explains the difference. I'm going to fabricate a piece to replace it. Any recommendations on the material to use?

I'm not sure if we are taking about the same thing but this light is definitely on the left (port) side of the lower cowl. I've had to change the light bulb a few years ago.

I had the cowl off and looked. It just Houdini'd its way out of there.

Fellow TKS people. The little piece of plexiglass that covered my ice light decided to dissappear. Not really sure how it happened but everything else seems untouched. On examination of a picture I found online it seems that piece of plexiglass or plastic is just pressed in and glued. Anyone know where I can find a replacement for just the glass? Am I going to have to make one myself and glue it in? Attached is a picture of the hole where it should go and a picture of a complete assembly

I was planning on putting some aviation fuel into a metal gas can. I'm assuming that a standard metal gas for automotive fuel would be sufficient as long as it's clean and empty but I just wanted to double check. Yes, there is a grounding strap. Also, somewhat related, to clean said gas can my plan would be to simply clean it with avgas but also wanted to see if anyone had any other ideas or experience.

Excellent information. Thank you everyone. A related question. Do you always operate your prop and pitot heat at the same time as your TKS? Some have advocated for pitot heat anytime you are in a cloud regardless of outside air temp. I believe commercial airlines have pitot heat on all the time regardless of flying conditions although I'm sure our systems are not designed for this.

Just curious about those among us that fly IFR with a TKS system. Do you have a set procedure that you use with winter flying? For example, I would assume that when encountering clouds or other visible moisture at or near freezing that you would switch on your TKS/pitot heat/prop heat. Are there any other times that would apply? Take-off or landing even when clear? I haven't had to use it yet (thankfully) other than testing it and just curious at what everyone's experience has been

How can you say no in a Mooney?!??!??!

So I managed to pull it off. There are some drone videos above with some pictures from the cockpit I can put up later. It took a lot of calling around but a good pilot friend with a grass runway and some nice folks that worked for the local parks and rec who line the baseball fields helped me out to create this magical moment.

I am in a fairly rural area so there are plenty of fields. Just have to start asking around and talking to owners I suppose. Fortunately since there are so many some can say no and I still have options.

Yes, you are on the right track I think my first step is how to go about acquiring a field. Maybe I just start knocking on farmhouse doors? Lol. Any kind of tips or information would be helpful I'm sure