MatthiasArnold

Just looked up the T/O speed of some recent flights with my M20R O2 on CloudAhoy. The T/O speeds are all in the range 62 .. 65kts (mostly depending on TOM and DA). Best, Matthias

Hi Stan, Welcome to MS and congrats to the very nice airplane (now we understand why its not offered on Controller anymore ;-). Your N924AL has SN 29-0426, a very close sibling of my N913KS with SN29-0423 (and thus it should also have the S-Tec 55X installed). Matthias

Exactly - yearly servicing helps a lot Depending on model and make of the speed-brakes. there are different ways to access & remove: Earlier models are direct accessible via the panels at the wings bottom (as described by Skip). The model installed at my 2006 O2 can only be accessed from the top: Remove the 14 screws By gently applying some pressure from the bottom of the wing the cartridges simply pop out at the top of the wing Place them on a protective cover, and unplug (see image). For servicing you have to remove the aluminum covers (as shown on the image provided in the previous post). Like usual: installation in reversed order (applying Loctite to screws in accordance to the SM of course) Matthias

Hallo Fritz, I experienced some problems with my electrically actuated Precise Flight speed brakes as well after I purchased my O2 last summer. PF is not to blame at all - obviously they never got serviced since the plane left the factory in Kerrville in 2006. You can find the service manual at the PF website. I inspected and serviced them in accordance with the manual. Clean, remove the old grease, apply fresh grease (Aeroshell 22 if I recall correctly), apply tons of „Kontaktspray“ to the microswitches (with speed brake flaps in different positions), test them. During the re install take care of the electrical connectors as well (clean and apply „Kontaktspray“). As stated in the service manual apply the suitable Loctite to the screws. Test after installing, make logbook entry. Since servicing they work like a charm! If you have trouble dismounting the speed brakes, gently push from the bottom of the wing.. Regards, Matthias

At my O2 the plug of the Reiff engine heater is accessible via the left hand-side cooling-air inlet of the engine. So you access it from the front of the airplane. See attached image (the little box on the ground is a voltage converter from 230Volts to 115Volts). Best, Matthias

Exactly - as stated in my post it was the air gap between the magnet und the door itself, reducing magnetic flux and thus magnetic force. Simple readjustment helped..

Dear all, I had a similar problem with my O2 when I bought it last summer: Whenever I applied full power (e.g. takeoff run) the alternate-air annunciator got engaged. Because I experienced some problems with the flap micro-switches just before, I focussed on the associated micro-switch in first place - however it worked fine. Inspecting the air-filter came next. Looking at its date of manufacturing (12'2005) it still seemed to be the original install from Kerrville - 15years old. Intensive cleaning only gave little improve, if any. So I ordered & installed a K&N filter (and filed the 337 form, of course). However - the symptom of flashing alternate-air annunciator at full power (caused by opening of the alternate-air door) resumed to exist. At slightly higher MAP/RPM settings than before, though. The resolution was quite simple in the end: There was a significant air gap between the magnet and the alternate-air door. This air gap reduced the magnetic flux and thus the magnetic force significantly (compared to the value given in the service manual). Adjusting the position of the magnet in relation to the door easily solved the problem (there are two screws holding the magnet in place). As a result I have a brand new air-filter with low flow resistance installed I have slightly better power during take-off (ram air instead of warm air) and up in flight levels (lower flow resistance) I got rid of an irritating indication during take-off while still being able to open the alternate door manually if necessary.. Best regards, Matthias

With reference to ".. and beyond" in the thread's title enclosed an opportunity in Germany: "Westflug Aachen" located at EDKA has two M20J for rent. Aachen is situated at the western border of Germany right next to Netherlands and Belgium. D-EOWS was recently repainted and (afaik) received an avionics upgrade including EDM engine monitor and G5 instruments (the latter maybe under works). The images shown on the website are outdated and do not reflect the recent upgrades: http://www.westflug.de/index.php/flugzeugpark/mooney-m20-j D-EMOH http://www.westflug.de/index.php/flugzeugpark/d-emoh Considering the fact that the associated flight school "Westflug Flight Training" is re-establishing IR training, at least one of the aircraft (if not both) are IR certified. Checkout is performed by one of the flight instructors. I'm aware of at least three of them being very skilled at Mooney specific training (including short-field because EDKA only had a 520m/1710ft runway until this summer). The boss of "Westflug" is a former German acrobatics-champion in the unlimited class. (Besides the aforementioned Mooneys and other typical GA aircraft they also operate one or two Extra 330LX. If you are interested you could receive introductory acrobatic training or UPRT training on Extra aircraft as well... http://www.extrabatics.de) Best, Matthias Disclaimer: I made my PPL and received my Mooney training at this flight school.

David, Congrats - nice aircraft Our aircraft might know each other from their time during production in Kerrville (yours SN 29-0414, mine is SN 29-0423). Just recognized, others (like Graf_Aviator with SN 29-0452) did already take care of your request. So you are in good hands...

Thank you for your feedback and the flowers Additional Resources Link to the thread discussing 401.34 capabilities: WAAS upgraded G1000 (401.34) "Easter Eggs" new capabilities list challenge How to install: SB M20-305B explaining the update process (see attachment M20-305B) Is my S-TEC 55X installation pre or post rewiring?: see image below (see attachment M20-306B, p8) MSC in Germany ACG: https://www.air-craft.biz Why an attached 8130-3 cert( in combination with magic tariff number 803 3000 10 0) nulls import toll inbound EU; This is the official title in German DURCHFÜHRUNGSVERORDNUNG (EU) 2018/1517 DER KOMMISSION vom 11. Oktober 2018 mit Einzelheiten zur Umsetzung von Bestimmungen der Verordnung (EU) 2018/581 des Rates zur zeitweiligen Aussetzung der autonomen Zollsätze des Gemeinsamen Zolltarifs für bestimmte Waren, die zum Einbau in oder zur Verwendung für Luftfahrzeuge bestimmt sind "Maybe" sources for Unobtanium GIA63W https://www.asapsemi.com https://www.seaerospace.com Ebay ... Regards, Matthias M20_305B.pdf M20_306B.pdf

Dear Mooniacs, Introduction As promised in another thread, enclosed a PIREP concerning the G1000 WAAS / SW 401.34 upgrade of my 2006 O2 GX (with S-Tec 55X) N913KS. I share this experience because the overall situation here in Europe (number of M20Rs, number of MSCs, import/export issues, ..) might be somewhat different than in the US. When I bought N913KS this spring, I was aware (thanks to MS) of the situation with legacy G1000 and the discontinued offering of the WAAS upgrade. However, for many other reasons I decided to go for N913KS (still happy with the decision) and keep on searching for upgrade options. Materials & Methods - Finding & importing serviceable GIA63Ws Searching for serviceable GIA63W (011-01105-01) with 8130-3 certs (among others required to avoid import toll in the EU) I finally identified two units at ASAP Semiconductor Irvine/CA. Their price was 10AMU each, certainly at the upper boundary of the range. After some negotiations (they did not move at all) I ordered the units beginning of September 2020. However, this was just the start of the purchase process. I paid in mid September using the money wiring service TransferWise, worked quite good. In order to prepare the export license ASAP Semi started asking for a lot of information and documents. This was a pretty lengthy process and I provided documents over documents, among others: My German ID card (including the ID card of my wife), my German PPL license, my FAA license validation, all FAA Aircraft Bill of sales from the time when N913KS left Kerrville, my German VAT ID, .. Obviously the legal team of ASAP Semi was pretty "careful" about exporting GIA63W to Germany... Meanwhile I felt somehow tantalized and asked for some prove if those units exist in reality - they did sent me some photos.. Besides the overall delay there were some reason for this feeling (remember, I already wired 20AMUs): I received a total of three different AWB numbers, one invalid, two stalled in the state "label printed". However, after 6 weeks waiting and communicating I finally received the shipment end of October, six weeks after the money transfer. They were packaged in a very safe way, ESD & vibration protected, 8130-3 certs issued by Garmin included. So - in the end they delivered what we agreed on - no complaints on the quality of the goods (transparency & speed of the process could have been better, though)! However, for whatever reason FedEx did not provide sufficient information to German customs and 0.5AMUs came on top although 8130-3 certs were included. For such goods you have to additionally provide the magic tariff number 8803 3000 10 0. I'm in the process of claiming back the toll - will take some months.. Materials & Methods - Finding someone to install & configure Before ordering the GIAs I collected as much information as possible regarding upgrade process: SB, SW versions required, is my N913KS post or pre S-Tec rewiring, .. Once I felt to have sufficient information and identified the aforementioned source for the GIAs I started the conversation with an avionics shop which is official Garmin partner and has FAA certified personnel & processes (will not disclose the name). I provided all the information which I collected beforehand but for several reasons I got the impression that it might be better to find another partner: they asked for prove that the G1000 in my O2 GX is a "legal" installation (well, what else, system id should be sufficient prove imho), they were not able to source the 401.34 SW package, .. Obviously they never did an Mooney O2 GX WAAS update before. As a result I kept on searching for a partner and contacted Justus of ACG in Allendorf/Eder. ACG is an official MSC and Justus replied in a very pragmatic way: "I already made approximately eight upgrades or so. You'll get the GIAs, I'll get the antennas, SW, .. and will do the install." I ordered the GIAs.. Doing the install Two days ago I headed to ACG at EDFQ with the GIAs in the baggage compartment. As soon as I landed we started the install. Swapping the LRUs, instilling the new antennas, no big deal - BUT.. doing an overall G1000 system update with boot block & SW upgrades for all the modules can obviously be a pretty frustrating task - Justus warned me beforehand. Upload of SW packages & configurations fails many times for unknown reasons.. (I developed modular, computerized equipment for life science laboratories during my professional life and know something about the matter, but the G1000 was a new experience). However, after we got stuck with 401.34 (and contacting Garmin Europe in between) we finally decided to go back to 401.30. Doing so we were able to achieve a clean system install which worked (including the "new" GIA63Ws). Based on this clean install an upgrade to 401.34 was finally successful (but once again not straight forward). After spending 1.5 days at ACG (and two nights in a hotel near by) I was able to fly back my WAAS enabled N913KS to my home base this morning. Everything worked like a charm and I'm happy to have the WAAS plus the upgrade to 401.34 including the new functions (data logging, TOC/TOD arc, holdings, vertical profile, .. see "easter egg" article). Now N913KS is the perfect IR cruising machine :-) Resume To keep a long story short Exporting WAAS equipment from US to Europe/Germany can be nerve-racking (maybe for both sides) To do the install you need someone who already did it several times in the past (e.g. a good MSC) Justus and his team at ACG did a great job Sorry for the long text, maybe it is helpful for one or the other on MS. Regards, Matthias

Hi Lucas, my two cents on some of your issues: There are several reasons for this message, some of them mentioned here Simple one: if you have the STEC 55X AP installed this message simply shows up when it is not switched on How to dig deeper: You can check the communication state with LRUs on one of the AUX pages on the MFD Where are they positioned?: GIA #1, #2, WX, XPDR, GDL, AHRS are installed in the tail boom (close to the batteries) Air data computer behind the PFD Airframe & Engine data GEA behind MFD Magnetometer right wing Basic Layout (you can find it in any G1000 manual) GIA1 is connected to PFD via Ethernet GIA2 is connected to MFD via Ethernet Crossfeed between MFD & PDF via another Ethernet I also had some connection issues and simply solved them buy unplugging & replugging the respective units.. I also had some problems with the speed brakes (electrical issues again). They were retracted by reported to be extracted. Here is how I resolved the issue. Find the service & maintenance manual on the Precise Flight website Uninstall the speed brakes (you can remove them from the top of the wing after unscrewing 14 screws) Clean and service the electrical AMP connectors (with "Kontaktspray" as with call it in German) Open the speed brake covers (at the work bench) clean the worm wheel gear (remove old lubricant) service with AeroShell 22 I simply operated the electrical drives (rated to 21Volts) with a laboratory power supply. The speed brakes themselves won't extract as long as the electrical clutch is not engaged service the microswitches with "Kontaktspray" (you can extract the brakes' blades simply by hand (they are spring preloaded) Reinstall the covers, use Loctite as prescribed to secure the screws, pay special attention to the rectangular alignment of the whole assembly Reinstall the speed brakes, use Loctite to secure the screws. test, test, test If you still encounter problems you might check the electrical connections to the control logic (which can be somewhere find in the Mooney's belly), Just PP thoughts - no certified mechanic. Regards, Matthias

Absolutely!

The "secondary" TC driving the STEC55X is hidden behind the MFD - I really started laughing when I detected it the first time:

For an N-Reg you (like yours) can design your own noise cert based on FAA template and EASA database information. You have to verify S/N and prop based on the EASA Database.. I will enclose the EASA doc and my as template: TCDSN EASA.IM_.A.266 Issue 2.pdfN913KSNoiseCertification.pdf Regards, Matthias

Hi Matt, I recently purchased an O2 GX with G1000 non WAAS and STEC55X. Thanks to MooneySpace I was aware of the pros and cons of this setup. However, I decided for this nice aircraft for several reasons: I'm a tech guy (Electronics Engineer, Computer Scientist, IoT consultant), I really enjoy the high degree of information integration that G1000 provides! It was very low time (app 370h SNEW), with all its pros and some cons (see Mike Busch "Engines") It was (and is) very well equipped (TKS FIKI, Oxygen, AC, ..) I want this aircraft as my "forever" plane As other's mentioned before it really come's down to personal taste and preferences.. I'm currently going through the adventure of WAAS upgrade. Imho it's even more challenging on the old continent (I live in Germany) than in the new world.. Trying to source used GIA63W in the US (in progress, some obstacles, ..) Finding an avionics shop / MSC who already did some of the upgrades before (found one) If your interested I can provide some additional information once I achieve some progress (or get stalled & frustrated..). Regards, Matthias

Welcome TC, I also recently installed a CO monitor in my aircraft. Not as fancy as your solution though, simply used some velcro to attach it to the lower part of the middle console. Will provide a photo as soon as a get back in the hangar. Good idea to make an 3D print adaptor for the mic-holder. I already y removed the mic. N913KS & N99YY Obviously our aircraft were neighbors until some month's ago: Yours at EDMA, mine at EDMQ (now based in EDKA) Marc Ulm made nice pics and videos of our aircraft some years ago (before we owned them), e.g. N913KS (mine) And this is yours N99YY: It's a small world we live in .. Regards, Matthias

Hi Lucas, Congrats! If Aeroskill is not able to support in sufficient time, you might also try to get in contact with Justus Schiedek-Jacht of ACG Air-Craft GmbH in Allendorf Eder. He runs one of the official Mooney Service Centers in Germany:

My home base EDKA used to have less than 1740ft until a couple of weeks ago, elevation 620ft. Started my flight training there 5years ago (DA20, PA28, C172R, DA40, M20J -> M20R). 1740ft are easily manageable with M20J but can be sometimes challenging with M20R O2 (since some weeks we have a new/longer runway with asphalt overrun at both ends, the situation is much more relaxed now). As mentioned by the other Mooniacs above, energy/speed management plus choosing the right aiming point are key. - My approach speeds are 73kts at max mass down to 69kts at low mass (e.g. 20gal fuel, one person) - In order to have energy available I choose to approach at relative steep angles >4°; being on the back side of the power curve, shallow approaches are no good idea (per my FI) - Aiming point is derived from POH by calculating landing distance over 50ft obstacle minus loading roll -> several hundred feet in front of threshold. - Power off point is chosen in relation to wind conditions (less wind earlier). - After power off I prefer to grab the control yoke with both hands. At least for me this results in better/more sensitive control during landing = better landings. As mentioned before: you need more TORA than LDA, especially at higher take off mass. PPL thoughts only, no FI.. Best regards, Matthias

With X-Plane 11.50 and M20R O2 GX at my home airfield EDKA. Old runway with 530m (1734ft) could be challenging with O2 in real life. However - since two weeks we have 800++m available. For IFR sim I open the G1000 PFD/MFD as 2D windows as shown in the 2nd pic. Still waiting for the RealSimGear G1000 HW suite to be delivered to Germany... Best regards, Matthias

Carenado provides a M20R for MSFS2020 - at additional cost of course: https://forums.flightsimulator.com/t/mooney-m20r-ovation-review-msfs-2020-by-carenado/280118 Although I have MSFS202 (the graphics are stunning)installed I have not installed at test-flighted it. As flight simulator I still prefer X-Plane 11.50. IMHO its flight model is still much more realistic.. Several (at least three) M20 models are available as add-on for XP. As a real work M20R GX2 pilot I personally prefer this M20 Collection : https://www.x-aviation.com/catalog/product_info.php/m20-collection-p-162 Still waiting for the RealSimGear G1000 suite to be finally delivered to Europe... Regards, Matthias