rbmaze

Looking forward to your pirep once you get it in. Does seem like a good option.

I'm curious to know why you'd choose this option, since it's the most expensive. Do you think it's worth having as another backup while having dual G5s? Or just a good clock?

Pinecone, I sent you a DM. Thanks!

I will definitely give it a try soon. Thanks for the insight. I guess I shouldn't overthink it and I'm not trying to skirt the regs, just trying to make it a smooth day for everyone if I ask.

Wow. Gone since the 70s. Thanks for the info.

Is this the 8-Day Clock? Are these still made? The description is written in the present tense as if it's for sale, but I'm guessing only parts are available. I see one available on ebay.

I have definitely heard of others doing this and perhaps I should get on board and just save the money for my engine monitor. I have a 330 ES so I believe it has a timer. Just not sure how to "vet" a DPE to be sure they will accept this as legal which is one of the hurdles in my head.

Unfortunately this is out of budget for me, but a great option to have a drop-in replacement. My 530W is mostly solid (I do receive some interference sometimes on the comm so I use it as my secondary). I'll probably run it until it dies and see if I can save the funds for a GFC500 one day. Thanks for the recommendation. I haven't seen this one and it's a lower price point than others.

Do you remember how long the install took? A shop asked me what options I want setup before providing a quote. I'm guessing things like LED dimmer and Engine Time (hobbs meter) are optional wires to connect. Uptimer is a good reminder of your flight time?

Interesting info. I can see the benefits of that. I like to run an hour before switching tanks, but your strategy seems useful. Thanks for this advice. That makes a lot of sense. I already let a potential mechanic know I want to install an EDM900 and was quoted 50 hours. Didn't think of being able to defer work to combine with the install. I'm thinking I'll avoid doing it with the annual since I really have no idea what to expect as far as unknown issues that will pop up when I'm in the shop.

I have a '69 M20E and it currently lacks a panel-mounted clock. An IR checkride is my near future, so I want to get this properly sorted out. I've thought about some options and I'm not sure what to go with. Planning to install this during my annual early this summer. My current panel has dual G5s and I have a GSB 15 for USB power. I am lacking a voltmeter so the AV-20 or other clocks with such a feature are a plus. Also I am very interested in installing an EDM900, so this will negate the voltmeter need, but I am going to hold off until after the annual since it will be my first. Or maybe I should skip the clock for now and just install the engine monitor right away. What I am considering: SC-5 Superclock I like the look and functions, such as indicators for expired timers. Seems to have an intuitive interface. Lower cost. Dislike that the battery only lasts 10 years and is not field serviceable. Dated design. AV-20-S Looks like a great setup, but there are redundant features. I am planning to install an OAT probe on my G5. Is there any sense installing an AV-20 with another probe? I don't really need a backup AI with dual G5s as far as I know. The AoA indicator seems hit or miss in usefulness. Most expensive option, but nice display and interface. CH93 series w/ USB More modern than SC-5, but interface looks bare bones. I already have dual USB ports, but a backup would not be horrible to have. The clock will go under the vacuum gauge on the left. EDM 900 will eventually mount vertically where the white card is to the left of the 530W. At that time I will remove the FS-450 and move the CDI to its position. What would you install here?

I appreciate all the discussion and differing points of view. With regards to getting this done on all Pre Buys I may be doing, I am not necessarily insistent on getting SB 208 performed and it may help if I explain I do not know what I don't know. This is my first aircraft purchase. I asked a shop if they advise performing this inspection and they said yes. Of course, the shop is a business and does not necessarily have my best interests in mind. It seems prudent to know as much as I can before purchasing the aircraft and if spending $2000 is what it takes to discover significant corrosion, it seems like it would be money well spent. If corrosion can be detected other ways, I could consider forgoing this inspection. The person in the video linked above suggests SB 208 could become an AD in the future.

This is a fantastic video! Thanks for sharing.

Thanks for the details. Sounds like a good change they made in the 80s and I have read a bit about it. I'm looking at an older M20E, so unfortunately the updates will not help me here. I was quoted about $2000 for the inspection with no repairs. This is for 10-12 hours of labor in an expensive part of California. This may be a reasonable estimate then. Thank you!

Thanks for the reply. This is extremely helpful. I have reviewed the SB document itself and have seen mention of running a magnet; I didn't understand it would be inside the tube, so it all makes sense now. I was quoted 10-12 hours of labor to perform "Part A" of the SB. This is higher than I anticipated based on my review of the procedure, but I am completely unfamiliar with removing the interior panels and I note it calls for removal of all four seats. This is for a late 60s E. After reviewing the airframe logs myself, I can confirm SB-208 has never been logged which is why I want it done as part of my prebuy. Thanks also for the link to the insulation kit. Cheers!

I have read some old discussions about SB 208 and I am looking to add this to my prebuy inspection. Is anyone familiar with the amount of labor required to open the interior and inspect the tubes? If insulation needs to be replaced (say all of it) how much additional cost might this add? Are there other ways of inspecting for airframe corrosion or would any good Mooney shop agree that following the SB inspection steps is the best course of action to understand what one is purchasing? Thanks!

Thanks for the overview of your experience. I think with time I will be able manage the coordination of maintenance myself. At this point I am very interested in getting an additional opinion from Savvy on any analysis or data that comes up in the PPI. E.g. boroscope images. Also, thanks for the welcome! Very excited to be here with something to post and questions to ask. I have been interested in Mooneys for years and casually reading this forum for a while. Seems to be a treasure trove of information.

Andy has performed the last few annuals on this plane actually. Good to see his name pop up and may be a good resource in the future. For now, I will seek an impartial party for my prebuy. Thanks for sharing!

I will give Mark a call and see what their availability is. Does Top Gun agree to work with Savvy’s process and do you find Savvy still adds value in this case?

Thanks for the referral! The airplane will be based in the Bay Area if all checks out, so it would be helpful to start working with a local mechanic. This could be a great option. How do you like working with Savvy? This is my first experience with ownership so the proposition sounds interesting. I did use their free log review but I felt it did not reveal much beyond what I learned myself.

Greetings! I am working through the purchase of an M20E and I am looking for a shop within about an hour flight of Sacramento to do PPI and possibly an annual as well. I have done a lot of reading and it seems LASAR would have been the place to go if they were still in California. Top Gun also seems like an obvious choice for an annual, but it sounds like they do not do PPIs and that wait times can be long. Is this still true in 2024? Any recommendations are appreciated!