1980Mooney

Exactly. Look at page 17 of Chapter 24 of the Service and Maintenance Manual - M20J regarding Left and Right Low Fuel calibration. At the end of the paragraph it notes that there is an approx. 2 second delay when pressing the Test button once the annunciator system is placed back into normal mode. http://mooney.free.fr/Manuels%20M20J/M20J/Mooney%20Service%20Manuel%20M20J%20Vol.%201%20of%202.pdf

I am puzzled by this comment: I am curious why you think the annunciator panel and specifically the low fuel warning system will not work unless you press the test button (at some unspecified time). The annunciator panel functions when power is on. As a safety feature the test button sends power to the lights in order to verify that they will illuminate when they receive a power signal from the appropriate annunciator circuit. The safe practice as noted in the POH is to test the annunciator panel before start, however there is no mention in J or K POH's that the Low Fuel level annunciator might be compromised if you did not previously press the test button. Based upon personal experience over 20 years I have experienced the Hi/Lo Vac, Hi/Lo Volt, Gear Unsafe, Gear Down and yes the Low Fuel annunciator lights on. I have not been vigilant about pressing the test light button before each flight yet the annunciator warning lights have always functioned properly. J and K Annunciator panels were the same with exception of Ram air light in the place of Alt air light. Annunciator panels changed between 1979 and 1980 model years but basically had the same functionality. Not sure what year model floridaflyer is inquiring about.

Full feathering prop. The distances are the same as a Mooney with a Rocket or Missile conversion which includes a full feathering prop.

I suspect that most pilots have lost proficiency for dead reckoning and radio navigation as they have come habitually dependent upon GPS over the past 20 years. There is always the chance that GPS could be compromised by jamming, hacking or a satellite attack resulting in our dependence upon radio nav as a backup. By the same logic above there is no reason to pay extra for anything such as GPS that is a crutch and the fastest gadget to undermine the attainment of 1960-70's era IFR proficiency (which, although a lot of work, was just fine and safe for getting from point A to point B). The introduction and adoption of new technology in aviation will continue to make flight safer and more efficient. This topic reminds me of the debate over the past 20 years regarding manual vs. automatic transmissions in sports and performance cars. The argument was that a manual transmission in the hands of a "skilled and proficient" driver was always faster than an automatic.....until it wasn't. Ferrari and Lamborghini don't even offer new cars with manual transmissions any longer. Technology in the form of automated dual clutch and other designs have passed the "proficiency" of mere mortals. I suspect in the not too distant future the best selling certified GA aircraft will come standard with fully integrated GPSS, NAV and Autoland systems, single throttle/prop control, electronic ignition/engine management controls, and BRS (all integrated together). I am sure that there will be smart ways to embrace new technology and still have a safe level of prophecy for potential system failures.

Also a Missile is “KISS” - Keep It Simple Stupid. It is simple, strong and forgiving. Engine management is elementary. You can power your way out of many conditions that a smaller engine can’t. You dial the engine back if you want efficiency or push it to the firewall you want speed, climb like a bat out of hell or to lift a full useful load. It also has the Monroy long range tanks (100 gal). Fuel management is simple too because the outboard tanks flow into the inboard ones. There are only 2 fuel selector positions even with the extra extended tanks. Its either “Right” or “Left”. None of the complex nonsense like on Bonanzas or Cessna 310s with tip tanks. I had my J converted to a Missile nearly 20 years ago. When the family was younger our trips were with all four seats filled. As commented above, family flights are best appreciated below 12,500 without O2. I think it’s important to look at real world performance rather than just flat out level speed. Our frequent trips between Sugar Land and Albuquerque (633 nm direct although few more around military and Restricted areas) are generally about 4 hours (curiously generally either way). Other frequent trips clear across Texas, from Texas Tech in Lubbock to Sugar Land, (400 nm direct) were about 2.5 hours. I recall one trip where another local father in a Cirrus SR22 was also flying his daughter back to.Sugar Land at the same altitude ( I think 9,500). I took off after him and passed him midway. I avoid grass or dirt fields There is too much weight on the front gear and not a lot of prop clearance. A bumpy surface or rut can make the plane pitch and bounce enough to nick the tips. Also if the ground is moist or soft, you will need help or a tug to move it. Check the prop carefully - it is full feathering used only on 3 planes. Check the engine mounts for droop and the landing gear Lord disks for compression. Both will reduce prop clearance. I recently had excessive wear on the lower two-thirds portion of the 2 piece spinner right under the big center nut that holds it to the low pitch stop on the piston chamber. Think of it as a large curved aluminum salad bowl with a big hole in the center of the flat base. Hartzell charges a cool $2,000 for that one piece of aluminum and it took them 6 weeks to make it. The full spinner (2 nose pieces plus backing plate) is $4,000. None existed in the US. For some reason corrosion in the tail pipe (a Rocket Engineering specific design) is a problem in Missiles. (No corrosion in the heater however - zero problem there). I know of one Missile owner in Houston who lost the tail piece while flying. The IO550A is tightly cowled and tends to run a bit hot. You have to watch cylinder temperature when climbing out on hot summer days in Texas (especially if idling or taxiing an extended time at a busy Class C or B airport waiting for clearance). I just shallow out or level my climb at slightly reduced rpm to stabilize temps before resuming. The Continental fuel injection nozzles are quite well balanced and temps are even. i do not have speed brakes and don’t really see the need. I have flown considerable times into Class B (Houston, Dallas) and some Class C where they ask for speed to stay ahead of the jets and then drop you in to land. I just reduce power, pitch up rather aggressively, drop the gear and add half flaps to kill speed and then lose altitude. The same is true when crossing the Monzano or Sandia Mountains anywhere from 10,500 - 12, 500 ft. and then quickly dropping into the Albuquerque Sunport at 5,300 ft. I will admit that I have dropped gear and flaps at speeds above those recommended or posted in the POH at times in the past; however over 20 years it does not seemed to have caused any problems. I have not needed to source anything from Rocket Engineering which is a good thing since they no longer support the Missile or Rocket. My A&P is able to find alternate suppliers or repair shops for the few Rocket Engineering unique parts. Make sure that it has the plywood battery board that Rocket Engineering originally cut for the plane. It is an odd shape and you need it to slide the battery box from the tail. (2 batteries in box). Good luck

FIKI or A/C adds about 50-70 lbs each. This brings the Useful Load of an Acclaim down to 850-860 lbs. (barely 800 with both). With full fuel (89 gal) payload is about 320 lbs with one of the desired options, 260-270 lbs with both. That makes it basically a two people with baggage airplane. Looking at the pictures online of the new Acclaim Ultras, I haven't seen any with FIKI. I suspect that for $800-900 K the new buyers optioned A/C at the very least leaving little useful load to sacrifice. https://www.aviationconsumer.com/industry-news/editorial/mooney-acclaim-ultra-tops-in-raw-speed/