Subternal

Helpful detail. But no, when the transmit is stuck both the audio and gns illuminate. Another thing came to mind, this may be a dumb question but if it is the PTT on the pilot side that is stuck is there a way to tell using copilot or pilot mic which side it is? More clearly, if I use the pilot side PTT button is the only Mic that is able to transmit on the pilot side or is both the pilot and the co-pilot mic an open mic?

Yup, tried that several times. Also cleaned the contacts I'm the back of the audio panel while it was out. No change. But thanks for the heads up

Thank you for your input. And I will have to take a serious look at the PTT to com run of the wire. On a second note I recently had the PMA 7000 upgraded to the Bluetooth model, but had the issue before and after the update/upgrade. I only mention because I think that kinda ruled out the audio panel. Additionally, I put this post out to ask for more detail on the COM hardware in the GNS530/430; could there be a momentary short within the actual box? I accept that the issue is probably the more simpler one. (Ie: prob a short In the wire, but I feel like I gotta ask.)

Morning forum, Was hoping to get some feedback or suggestions of a nagging electrical/comms issue I'm going through. I guess first I'll tell you about the plane: -2000 ovation 2 - Garmin 430/530 non-waas. -PMA7000b audio -KFC225 So here's my nagging issue: infrequently but consistently the radio transmit is engaged/active/open. I'm trying to use my words carefully to explain the problem but basically I've already replaced both push to talk buttons and verify the old ones were not the issue. The active transmit seems to happen randomly, at least to me. I will go several flight hours with no issue and then randomly the transmit will not close. The push to talk button is not stuck. My PMA 7000 has a com3 option that I usually select to not have an open mic. As I said before I've already replaced both PTT buttons with no change. Even if I switch off my PMA 7000 while the problem is happening it simply reverts to com1 in my gns 530. It will remain Open Mic until I switch on my PMA 7000 and select comm 3. I've noticed the issue seems to happen more on hot days I've also made a few trips to Florida where the problem seems to be more frequent. I've also noticed that there seems to be quite a bit of heavy static or crackling on the comms line before the issue happens. Before I start pulling out wires I'm just curious if anyone else has run into issues like this or can help diagnose or troubleshoot or just advise in general, thanks again for any help.

As much as I can agree that removal of the truss is easier, not having a press makes that task a no go. However, I have decent tig welding skills and am goin to fabricate a tool. I’m in the process of cnc’ing the parts but I have one measurement that I don’t have offhand if anyone can tell me I would appreciate it: like I said I need that measurement to make the final cut. So if anyone will be at their hangar or knows that distance, please!! And thank you

Oh I'm here @carusoam and feeling his pain as well. there are allot of sus listings out there right now. I've seen at least 2 of them..

Yes, I didn't want to imply as if I wasn't going to pay attention to the rest of the plane. I haven't seen this particular tail, nor any other ones from ads, yet. My concern was with whether or not this was a 'wise' way of doing business (ie: buying a fix-r-upper/decent tail but with TBO in the hopes of overhauling and getting a good/decent deal). Could I afford a rebuild? yes. could I afford high premiums for a year or 2? yes. Do I want to? no. I know this is not a hobby/passion for the faint of wallet, I get it. But I dont want to frivolously throw money at a situation just cuz I can. IF there is a smarter or wiser way of doing things, I'd rather take that route regardless of whether or not I have the time or money to NOT do it.

Its been several months since I initialy made this post and Ive done some reflection. Im hoping to run some ideas past those who were very insigthful previously. If anyone cares to weigh in: Although I still do desire the ovation/bravo/long bodies, I've come to terms with a few things: !) Much higher price tag, initially. 2) considerably higher insurance premiums (High hull value) 3) If that was going to be a 'last' plane, wouldn't something more manageable be more appropriate first? After someone on here pointed out that insurance could be a somewhat contentions subject, I did some digging and quote finding and it appears that just because I can afford my dream plane initially, doesn't mean I wouldn't get eaten alive by premiums. Insurance, just like many have pointed out on here, will come down with increased hours and additional ratings/training. But if I wanted to train in my own A/C this is a problem. At this point I'm only PPL, I wanted to get my IR in an AC that I could fly often and consistently. And I though it maybe better to transition into a 'starter' plane first. Apparently, the biggest jump down in insurance costs seem to come with 50-100 hours PIC of the type of AC you want to insure, then and additional bump with IR. I thought maybe finding a smaller (HP) make/model that was still complex would help with the transition so I initially looked at the piper PA-28R-201 (Arrows) but then I moved onto the M20J/Ks . From the insurance quotes the lower I can make the hull value the lower the premiums will be. Long story short, I came across a 1983 M20k (TT ~3300hr) with Engine past TBO but still good compression. The ad indicated several avionics upgrades, wastegate, intercooler upgrades. But they wanted 100k for it. I liked this one from the avionics upgrades they did (Garmin gtn750/or Dynon comparable). Its something that I wanted to get used to working with but alot of people I talked to said to "buy a plane with the stuff you want already in it" vs buying and then paying to install it. Im not married to this deal, but I am curious as to whether or not deals like this are worth it? buy an AC knowing it may have things you want but you'll have to put a new(overhaul) engine in it, which of course will prob run upwards of 35-45k. But is that a good idea, does it make it a bad/good deal? Again, Im both asking about this ad and/or the practice of looking for a situation like this. Any insight or experience would be very helpful. thanks again

Really solid info. Thanks. I think flying in a few is probably the best idea. Even if it was simply sitting in the pilot seat and feeling what a X model sight picture would look like or how much room is in the front or back, would be very helpful. And thank you @Mufflerbearing, @carusoamand @gsxrpilot as well as everyone else for the insightful info. I really do/did take it to heart to think about future decisions. If anyone is in the Norther VA or WMA area it'd be cool to reach out to you!

Ha, Pigeon Forge. That is actually one of my frequented destinations for business. I mean thats ok too. If it isn't a good fit, it isn't a good fit. I guess when I answered the "mission" question ,initially, I hadn't really thought past student pilot. I was thinking about 'what would I do after I got my PPL'. Kinda like if you asked me as a teenager before I got my first car "what would you do with it?" What I would have answered then and what kinda car I should have got based on what Id thought I'd ended up doing with was and would be 2 totally different things. I would have assumed I'd just drive it around town, friends houses, work, etc. What I ended up doing was driving on multiple (1000mi+) road trips and everything in between. Point is, regardless of what bird I end up with I'm going to be 'time building' in it, whether it be an old 150 or a brand new cirrus...I'm still going to be putting in the hours for my flying experience and learning that specific tail. So that was what I was trying to get at with the time building. If soemone told me "you have a car that could travel direct at 160mph+, avoid traffic and can drive 800mi+ before needing a fill up, what would you do with it?" uhh alot. I'm just rambling at this point and I dont mean to sound vague I truly think my 'mission' would change depending on the capabilities of what I had. 100kts and 300mi range...my mission would be mostly local. 160kts 800mi range, I would both local + x-country. I do have a son who is a young teenager. He's very excited about the hobby. But I wouldn't base my choice on him specifically (I dont think he'd care what I end up with). He's got a few years before he can PPL but talks about it frequently. I looked at a long(er) body based on the idea of carrying 3 people comfortably (son and GF). But to be honest before I ever thought of carrying anyone I would want to be very confident in my skills and my flying machine, again hence 'time-building'. I get that all those things (time-building, IR, travel busines/pleasure) is a pretty wide spectrum. Perhaps to wide for specific model, or ovation, or even mooney for that matter and thats ok too. I saw the performance numbers for the mooneys, saw a hobby I was into and came to this channel for some insight and conversation. Even if it is spent mostly with tempering my expectations.

Thanks. Use would be mostly hour building at first. Local, a few short x-country trips. That would be the plan for anything I flew post-PPL, rental, c182, mooney, etc in the first few months. I'd like to be real comfortable flying period(I'm getting there). Travel would eventually extend to 200-500mi. Thing is though if I had an aircraft that could go considerably further and faster, I could honestly say I would go further. If I bought a 172, chances are the extend of my trips would be pretty local. Drive, I schedule lessons 5 days a week (every other week). Of course Wx only seems to allow 1-2 lessons a week, is what it is. IR is guarantee for the future.

Didn't even consider insurance at this point (I'm still 12-18mo min away from even considering purchasing), but good advice, I'll look into that. Explain the 'overkill' part though... (not doubting you but looking for as much info as I can get) Yes, sorry I was browsing some of the classifieds and notice several 02's with the 310 in them. Was wondering how much of a difference 200 rpm/30hp makes. I'd imagine a more stout take off but then dialed way back for cruise YEs, I should have given a bit more info. I'm on the central east coast (virginia). Thats where the majority of my flying would be. I'm not opposed to other models or makes. I initially thought I'd go for a 'starter' plane. Something small, simple (ie: c172/182, or Warrior, etc) but as i've watched the classifieds for the last few months it occured to me that many of the listings were for sale for quite some time (months). So I started thinking "well if I buy a starter and then goto sell but it doesn't sell for several months then I'm tied up until the listing gets a buyer"...so why not get something more than temporary (if that makes sense). Again, I could be totally seeing this wrong, just thoughts. That was definitely the plan. I'm in 0 rush. I think 100 hours is well within reasonable. I've heard insurance mentioned several times now, it is worrisome now! Another reason I even considered purchasing (even if it is 1-2years down the road) was after looking for flying clubs it appears the closest one is 1hr away and seems to be fairly popular. I'm expecting competitive rental scheduling and frequent low inventory. An hour isn't ridiculous, but I guess in my head having an airport 10min away seemed a whole lot more appealing, if they only had a flying club or lease options there... I really appreciate your guy's insight. Especially the insurance advice....good call.

Hello all, Bottom line, I'm looking to buy but not for a couple months and am still undecided. Been lurking on here for a few months but decided to finally jump in. I wanted to throw out a question(s) to this specific forum for a few reasons. Brief history, I never really liked mooney's to be honest. I know, I know...how dare I on a mooney forum, but let me explain: To me I always saw them as the planes with the crooked tails (still odd to me). At an initial glance was never very appealing. That was until I began to actually talk to people and read the performance numbers. I really was struggling to believe the performance numbers. I'm about 30-40hrs into my private pilot (student). I live ~10min from a small airport w/ hangars and respectable priced AV gas ($3.60, I'm sure that'll change). After my Private I plan on building hours and moving onto IR. Maybe multi but no aspirations of working in Aviation. For the foreseable future (2-5yrs) I plan on doing weekly/bi-weekly hour building flights (local touch-n-goes, short(20-50mi) x-country's, etc). I am also into real estate investing. This is important because I make several long distance drives 200-500mi to look at real estate and also to do some fixer-upper work. I say this because part of my plane shopping was focused around an airframe that was potentially beefy enough to carry me and possible a few bags of tools (no machinery or large bulky items) and possibly 1-2 passengers. So with that idea my first jump was to a piper 6, I was pretty much sold on them. It was beefy, capable and has a fairly respectible history and mechanically solid (from what I'vce read). However, economical was one thing it was not. As I began broadening my search criteria I decided to just look at numbers (price, efficiency, speed, payload, history (brand and model) etc...). I also search things like 'best single engine piston aircraft'. Time and time again "mooney" was 1st and 2nd in the lists. I couldn't really ignore the numbers even though it wasn't a brand that I had any knowledge or exposure to. That being said, after speaking with a few people and doing my own queries, its really hard to go back to a piper after looking at the mooneys (crooked tail and all, its growing on me). So that brings me to my question(s): My budget is ~15k-220k, I dont have to spend that much but I could. 80% of my flying would probably be time building local flights and short x-countrys. With every few months a 400-500nm X-country. I do expect the longer distances to become more frequent as the real estate return/financial numbers improve. I've been looking at the Ovation2s, 2000-2004s. But wanted some personal accounts as to what is the major difference (even if subjective) between the O1s and O2's. Is the 280 vs 310 really that big of a diff? Am I really overrpicing myself? Is a bravo better for my mission?? Any (respectful) input, help, or personal opinion would be very helpful, thanks again. And sorry if my facts are off.