Max Clark

Correct that was a typo.

I doubt I'd ever go through the hassle of figuring out 65% LOP vs 65% ROP. For me I was curious what's the difference LOP vs ROP at the same throttle and rpm.

ROP used the 1400-1450 power band - which oddly matches the LOP range exactly exactly. LOP stopped using Garmin's EIS and just to the big pull and enrichen. FWIW I'm usually in the 40-60° range according to the EIS. But for simplicity now I have a good feel for where GPH should land after the pull so I'm watching that and listening to the engine.

For the record I'm a WOT+LOP guy and do most flying in the 9-12k MSL range. Ended up lower this weekend to avoid a gnarly headwind and plenty of fuel in the tank which lead to a little experimentation: 6500' MSL WOT 2400 RPM 147 KIAS LOP 11.1 GPH 178 KIAS ROP 17.2 GPH Not sure that this will change how I fly/engine management, but I found it interesting.

Dan I'm not sure if you're recommending the Precise Flight or the O2D2 here.

Oh boy - I dug into this but don't remember all of the details. Expect most (if not all) of what follows could be inaccurate. There's two integration points - the autopilot and the navigator. Garmin's G3x and G5 have a specific and limited support for integration with navigators and autopilots. IIRC the GFC 500 is actually coupled to the G5 not the G3x (even though data is shared across the whole setup). And of course there's limited certification for the GFC 500 vs 600. The whole thing quickly becomes a compatibility + dependency mess. Depending on the navigator and autopilot you will be pushed into the GI 275 and TXi line. Most panels I've seen with KFC autopilots and avidyne navigators have used either GI 275s (2-3) or Aspen PFD+MFD setups. Then there's the Avidyne + Dynon combos. Assuming you're talking about your J, the Dynon HDX w/ Autopilot and whatnot paired with the Avidyne IFD would be the reference configuration for known interop. https://www.dynoncertified.com/mooney-m20-autopilot.php If you want the G3x and GFC 500 then changing to a GTN will give you the best experience and integration.

Gear < 140 KIAS Flaps < 110 KIAS Couple of notes: My POH references "Full Down below 110 KIAS" for flaps. Also Vfe is written as "full down". It's confusing as all heck, but after a few threads here have just taken it to be < 110 KIAS for any flap action. I target ~120 KIAS before putting the gear down. This took figuring out Throttle+Prop configurations but now it's easy. My descent into TPA is at 15" & 2300 RPM. Leveling off quickly bleeds airspeed to ~120 KIAS. If IFR I'm gear down right before the FAF and reducing power to start decent, if VFR pattern I'm gear down midfield.

This is so true, while I wasn't coming from a Baron speed brakes absolutely helped me with my transition. Then mainly in response for a request for expedited descents while being vectored through the bravo (and wanting to keep my initial speeds up). In both cases you learn to manage power and the need goes way. Funny story, I was flying a C172 for commercial maneuvers training. Pulling 100 RPM was like slamming on the breaks. Really makes you love how efficient the M20 is.

Just like crank calling 911

Mine's behind the panel. Audio over the intercom and speaker plus blinking red button next to PFD. Does the job.

I've smashed my head on mine so many times

Nonstop in DFW

@FlyboyKC starting with the autopilot is a great place... it will make more decisions for you than you would expect. Options that I'm aware of: Garmin GFC 500 Dynon SkyView HDX is certified C-F, J, and K. IIRC the G might be covered, but you're going to have check that Genesys S-TEC 3100 After flying G1000 w/ GFC 700 I wanted to go with the GFC 500 (not having a Dynon option also made that easier). This quickly pushed me into GTN navigator, and the G5 and G3x combo. The 275 is great and typically used where you're not fully Garmin behind it (Avidyne navigators and other autopilots for example). I would imagine going Dynon would put you into the Dynon displays and accouterment, while the S-TEC would give you loads of other options. I switched from the OG engine gauges + JPI EDM 730 to the Garmin EIS. Garmin's EIS is great, but I find myself missing the dedicated EDM. I've seen 3x 275 (AI, HSI, & EIS) setups and they look great. I've flown dual G5s and found it to be incredibly capable. Going to a full size PFD will just give you more screen, more options, more info. I don't love pulling up plates on my 750, but they're great split screen on the G3x. I went pretty extreme on the panel cleanup and moved to a remote audio interface and transponder integrated on the 750. Sometimes I miss the buttons on the PMA, but I had to make trades. I also elected to use the GNC for a secondary NAV/COMM. No regrets there at all. Happy to answer any specifics.

Every now and again ATC routes you over something interesting... Globe Life Field and AT&T Stadium

So this is sanctioned?