201Mooniac

Isn't it that you comply with the SB as the mean of AD compliance? You can comply with the SB at any time as it is already published.

I've been flying my M20J all around the west for more than 25 years now and with proper planning, a NA aircraft does just fine. The important thing is not to have to fly on any given day. When DA is an issue, I plan to fly early, fly light, and use the longest runways available. The only way to get comfortable with it is time with a good CFI who understands both mountain flying (it is not only DA to consider) and high DA situations. If you can take the MAPASF PPP in the CO area, they usually include a trip to Leadville and show that with proper planning it can be done safely in a NA airplane. Again though, if you need to fly at a particular time, get a turbo (and weather protection), or maybe a twin (though I'll leave that for another debate).

Mine was way easier than that to replace. I did it with my A&P watching in about 15 mins. I laid on the wing and got my head into the footwell and was able to R&R without needing anyone on the engine side of the firewall.

If it helps any I have a Zeftronics VR from a 1980 M20J (14V) sitting in my hangar that I could loan you for testing. I can't get it until Sunday when I'm back at my hangar and it is a distance to send it but just thinking...

Yes, it is visible if you put your head in the footwell at look up towards the sidewall near the firewall.

On my 1980 M20J, the VR is in the copilot footwell along the ride sidewall about the height of the bottom of the panel up near the firewall.

While I've heard of servo failures as well, I presume this is just because people typically only mention the problem, not the success. I now have 2 years and 250 hours on my GFC-500 install and no issues at all, it has been flawless since day one. I can say the same about all the Garmin gear that I've bought in the last 14 years. The only repair issue I had was an almost 10 year old GTN-650 (I have it installed the first week they were shipping) that wouldn't hold the time so on boot up it was always searching the sky to download a current almanac. The repair was quick and the unit came back looking like new.

I was in the sane position. I was flying a rented Arrow and planned to buy one. I then flew in a Mooney. I immediately stopped looking at Arrows and bought a Mooney and never looked back. Hope you can get a ride, it will definitely open your eyes.

Agreed, not sure you can even get redundancy on EIS, I didn't ask but I haven't seen it in the manual.

If you could get the patterns from them that would be great, I would order a kit immediately. As is, I'll see if I can make some patterns in a few weeks when I can get some down time at the hangar.

Yes, this is correct, I verified this with Garmin. If the GI-275 is an EIS, it is only an EIS. It won't even drive the GFC-500 while being an EIS.

I just got my set of ducts and the OP wasn't kidding, they came fast and appear to be of remarkable quality. I won't get to install them for a week or two but I can't wait, they look SO much better than the stock ducts, not even the same league. It was such a great buying experience I will go back to @GEE-BEE AEROPRODUCTS for baffling and a door seal over the next few months.

You need to Bluetooth connect your iPad with Garmin Pilot to the GI-275 and it will transfer the engine data during flight.

I added the external antenna for this specific reason after speaking with Steve from Garmin about failure modes.

As per Steve from Garmin the G5 will use the GPS with the best accuracy so if you connect both a GTN/GNS and the glareshield antenna it will use whichever it decides is best. Therefore if one fails (like the GTN/GNS will if you lose power) then the other will be the "best accuracy". I installed the glareshield antenna for both my G5 and my TXi. Probably overkill but I like any redundancy I can get.

What is the cost of this kit? I couldn't find it on the Gee Bee website. Also, anybody know if the baffle material will work on the baffles that are trimmed for the LoPresti cowl on the M20J?

Current version of the Apple Watch will display your O2 sat. I've used it and tested it against a medical SpO2 meter and it was within about 1% for me between 8000 and 13000 feet.

Yes, those rocker switches are circuit breaker switches all powered from a common bus bar fed from that Aux CB

I can't help with the K model but if you'd like to go fly a Mooney, I'm based at KRHV and could take you up in a J.

Looks like a beautiful bird, congrats! Hope your transition training goes well, make sure you get comfortable in all phases and learn how to slow down after all that blazing Mooney speed

I once thought about inflatable retractable floats for my Mooney :-)

Robert, In the latest GTN Pilot's Guide https://static.garmin.com/pumac/190-01007-03_r.pdf, you can see the 500 ft callout on the top of page 11-17

Robert, there is no alarm configuration that gets setup. This is a 500 ft audible from the terrain alerting system. If you hear audible alerts from the terrain alerting system and you are on recent software, you should be getting this. When I first upgraded to the software version that supports this, I'm sorry but I don't remember the version number, I wasn't getting the alert, it turns out there wasn't a wire to an unswitched input on the audio panel from the GTN as it was previously not that useful.

I bought my M20J in 1995 and it had Precise Flight speed brakes installed in 1992. AFAIK, they have never been out of the airplane for any type of repair. I used them frequently when I first bought the plane to make up for my lack of Mooney skills but in the last 20 years or so they are used maybe once a month. I did have to replace the LED on the panel twice though as it seemed to die and I didn't have the deploy annunciation.

Not sure what you mean but I get an audible 500 ft callout and I've trained myself that whenever I hear it I check gear down. Nothing special and certainly not as good as a check gear warning but it is just another reminder for me.