Godfather

I agree that a quantitative analysis is hard to use when making purchases for expensive hobbies/enjoyment activities. However, for takeoff performance which is what we are talking about, I would think the aircraft lbs/hp would be a good judge. For that the 150->182r (gw) would be 16 lbs/hp -> 13.5 lbs/hp and the m20s 244->310hp (@ the same 3200lbs) would be 13.1 lbs/hp -> 10.3 lbs/hp...

No question 20k is a lot to add to any aircraft. Off memory I think the top prop conversion has increased in price ~40-50 percent, the used value of the takeoff prop has dropped a lot, and the price of the stc remains substantial. Im not too familiar with the m20s...do most people run a higher cruise power because the engine is de rated so much? This would close the gap a lot if you fly in the 6-8k range.

This sounds like an install or setup issue. However, I have zero experience installing or wiring up these units. I'd imagine you have a BK 525 HSI and I'm not sure if the gpss wire runs through that unit or has a direct connection with the AP. Never had a similar problem with updates in the mooney over the past 15 years (530/430->530w/430w->750/650). If you said the problem was on approach there is a sequence to enable the approach that IIRC changed from the non waas units to the waas units.

I also use the tks fill door to attach the battery minder with the same plug type as Kevin (two of them, one for each battery).

Cold starts always take some planning... imo a battery minder is critical to keep the batteries fresh. I switch batteries (connected to the charger) after every flight. Flying out of a unheated hanger I find a two heater setup works best. A 750 watt heater is used inside the plane and another 750 watt heater is ducted to the air intake. This keeps everything inside and out at ~80 degrees. A pager box is used to turn the heater on and off but the battery charger stays on all the time. I think it would be a good idea to test the battery. Call the manufacturer to learn the proper procedure. I have a setup using a fluke meter to test the voltage, a inline amp meter, and a overhead projector bulb to provide a constant load (of the proper amperage) on the battery. If the battery last long enough (50 mins for the Gill I use) while staying above the min voltage (given by the batt man) you are good to go. Remember after the discharge you need to immediately put the battery on a low (3-4 amp) charger.

I'd go with the ram mount system. I also built a aluminum support that provides an extra support leg that removed the vibration in the display. edit: also I would test the unit for battery life before using it in the plane. If it came "dead" there might be a power drain in the unit or the battery might not have full capacity. Most computers use a little power over time so it might be normal.

I'm glad that Garmin is working hard to get these units out and I hope they will be a good upgrade path for mooney g1000 pilots. Wished I would have waited to upgrade to the 345 vs the 330es but that's the way it goes.

Nothing "lowly" about the eagle. The OP was concerned about TO distance which is the period of time the average non-pilot can feel the difference in power. So to answer your question a normal trip for a pilot might be visiting Denver in July. Both m20s planes lined up on the runway mid day (avg temp 88f/31c). Both planes loaded to 3200 lbs. Going by the POH the TO distance for one is > 3000 feet and the other is <1500 feet. This is coming from two planes that will have exactly the same operating expense (except for the 5 min of higher fuel burn). Is the upgrade worth it when passing through 10k for a 4K pattern...no. Will it save time to carry another 150lbs of fuel for flying cc at the same exact speed...it "might" save an hour to avoid a fuel stop. I was being sarcastic with the 150/182 comparison but those two aircraft could have a slightly different operating expense as well.

Don't fly the O3...imo the difference you will feel will be similar to a 150 vs a 182.

Does JPI allow you to make changes to the fuel level limits after the fact or do they lock it down being a primary unit?

For those who are looking to buy an iPad look around a month or so to find a deal on techbargains or similar. Should be paying ~ $250 for a mini retina, $350 on an air, or around $650 on the new pro. Also if you are planning on picking up a stratus it has a gps so you can skip the iPad gps.

I think you will be happy with the new hartzell propeller. I'm pretty sure it comes in a standard, thin and composite versions. You might be able to find a used al version from someone upgrading to composite. IMO the hartzell 3 blade is a huge upgrade from the 2 blade ovation 2 prop... this is page might help for the prop upgrades...LINK

I would really appreciate some more feedback from -r and -m owners that had success fixing this issue. Similar to DaveC in the link above my replacement unit is reading very low.

What was the price before (50 or 70k)? I'm glad they are lowering the price but I feel bad for the owners who have had to wait so long. Been flying waas approaches for almost 8 years and would not like go back...

Back in 2003-2004 when we were looking at the same aircraft the FIKI was the deciding factor...living in MI it feels like ice is an issue half the year.

I really like the larger screens. Went with the 750 / 650 stack and really wished I kept the 530 for one of the units or two 750's...

I find with two 200 lb people in the front it helps to stagger the seats for more shoulder room. Because of this having one vs two extra passengers in the back is nice as they can sit behind the forward seat or sit sideways for even more room.

I have a used Garmin GTX 327 transponder for sale. Transponder was working perfectly when it was removed for a 330ES upgrade. Unit has a yellow tag from the avionics shop that did the install. Please let me know if you have any questions. Price is $950 shipped to the lower 48.