Cruiser

We are at KPCW which is smack dab in the center of the path of totality. Looking forward to having all you fliers visit the airport, diner and museum while you are here. 

Unless you have or plan to have other Garmin avionics, the Avidyne is an excellent choice. Going from a GTN430 to and IFD540 is not a simple slide in replacement however. 

the extra 200 hours says a lot about the ability of the engine to perform that many hours. Continental did not change anything to the engine or components when they changed the TBO. It was a decision based on years of performance data. No new materials, no tighter tolerances, no design changes.
What that means is your current 2000 TBO is just as good as the new 2200 TBO (or 2400 TBO) engines currently being built by Continental.

it would seem the only upgrade path from Garmin would be the G2000... and Mooney is not currently approved. 

what would it take to build a completely new panel with the G500Txi/EIS GFC500 GTN750Xi etc. -- this would much more desirable anyway. 

in fact, the only thing you gain is actual operation between 2500 RPM and 2700 RPM. The rest is just numbers on a piece of paper. 
If you don't need the change in prop and takeoff performance the rest of the operation should be the same. 

sitting in the lobby of the FBO listening to the plane on approach report icing in the clouds.

STCs are not hard to write and they show attention to detail and thoroughness of aircraft maintenance and care. This would be noteworthy when the plane comes up for sale. Good detailed logs are an asset.   

is there anyone here that has flown an 1994 Ovation at 190 KTAS ?

"According to Mooneys preliminary marketing boilerplate, the Eagles max cruise is 175 knots versus 188 knots for the Ovation but based on flying both, our guess is that real-world cruise numbers will be a bit closer, on the order of a 5 to 7 knot spread. (The horsepower delta is only 36, which seems more likely to show up as increased climb than a huge cruise gain, especially given the Eagles purpose-designed cruise prop.)" -- https://www.aviationconsumer.com/aircraftreviews/mooney-m20s-eagle/

I concede. 

I probably am wrong but the Eagle was flight tested in late 1998, the O2 was not produced until 2000 and it had a two blade prop that gave it that additional speed. I don't think the original Ovations were that fast. 

Great airplane ! I was the third owner of N99MS (shown in the OPs post) it was on the cover of AOPA magazine and a picture of it hangs in the AOPA lobby. @Bolter owns it now. He is here on MooneySpace, I hope he has something to add. 

@Curusoam describes it very well except that at the time of certification 03/1999 it was the fasted NA certified airplane in the world. Only 65 were made.
It has great useful load, normally above 1000#

with the upgrades to 310HP and three blade prop it flies like the O3, it likes the low teens and can go fast or far.
It will fly 170 kts on 13.5 gph, it is really smooth LOP or can scream along at 185 kts if you want to. 
It will push you back in the seat on takeoff and can climb 1000 fpm to 10,000 feet but the #5 cylinder will run hotter than you want in an extended climb because of the alternator location.

what happens when Garmin stops supporting the G1000 ? 

IF you fly IFR and if you only fly into airports with ILS approaches you don't need WAAS. 

Take off and extended climbs. It sure makes climbs a LOT more comfortable not standing on the right rudder all the way up to altitude. 

original Mooney equipment removed from an 1999 M20S in error (the mechanic didn't read the rule correctly. ) These main gear disks were in spec as removed.
see attached image. 
let me know what you think.

from the GI275 install manual page C-14
[13] Garmin autopilots can interface to a GI 275 ADAHRS unit (i.e., a GI 275 ADAHRS+AP unit is not required).

[18] For interface approval with the GFC 500, refer to GFC 500 STC SA01866WI

3 hours ago, Pinecone said:

Hmmm.  Now I have to go play with mine.

I have a KAP-150 and Aspen 1000 Pro with GTN-650Xi.

I have been flying in NAV and GPSS.  But it seems if I have GPSS on, I should have the autopilot in HDG mode.

How about for approaches?

check the Aspen manual, it has a very detailed description of how to use GPSS

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it would appear they are a marketing business in the UK that focuses on aviation. 
One major element that was not mentioned is the insurance requirement. A local twin owner recently sold his plane and ordered a brand new Cirrus because the insurance company would no longer offer him insurance at any price for a high performance retractable aircraft, thus the Cirrus. 

With that big Continental on the nose, it is hard to load the plane outside the envelope. Two people in the front will put you very near the forward edge. That is why the batteries are in the back. You can put almost anything in the back and not worry. 
The forward loading also makes keeping the nose off while landing a little more difficult. The mains touch and the nose wants to plant itself on the ground right away. You can hold it off but you have to think about it. 

22 hours ago, AIREMATT said:

Not all familiar in the air either sometimes in some foreign airspace. Plenty of distractions with language barriers, lack of technology, different ICAO terminologies and foreign boundaries requiring pre-arranged permissions that lead to distractions and preconceived bias that are hard to get your head to see through sometimes, especially when on the back side of the body clock…

A friend of mine likes to tell about an incident he experienced while flying utility line patrols in Indonesia. He said he had always managed to communicate even with some very difficult effects on the English slurred by second language dialects, but had a particularly hard time understanding the tower controller on final approach this time, he repeatedly told her that he could not understand her instruction and since he was on approach, he assumed he was clearly to land when he heard a very heavily accented British voice clearly say, " this is the 747Heavy behind you and she wants you to keep your speed up because I am coming up your A**. !"

early in my flying years departing a controlled field, I could not read back the taxi instructions correctly. This cycle continued several times until the controller, totally frustrated with me,  issued progressive taxi instructions. 
His next clearance was to a corporate pilot that signed on with a snide remark about amateur pilots, who immediately failed to readback the correct clearance. Image my delight in keying the mic and saying "not so easy is it"

On 1/15/2023 at 10:26 AM, ragedracer1977 said:

Braly himself has said multiple times it meets or exceeds D910. I don’t know whether that’s true or not, but a reading of the testing required, I can’t see which ones it shouldn’t meet, to be a successful fuel.

someone here once said “Braly made it only test to a 99.6 MON (octane), perhaps on purpose, to not meet D910”.

except D910 only requires a 99.5 MON.

If I can recall, one of the tests failed to stay within maximum/minimum values at the low end of the cycle ( I am making up the terms) but it really didn't cause any operational or usage issues. Basically it was meaningless however the FAA failed the fuel because it was outside the parameter. 

you probably already checked with the seller 

Didn't Continental run an engine to nearly full power without ANY rings in the pistons? 
Compression is an indicator, I would be more concerned about WHY compression is low and deal with that problem. 

your KLN94 is telling you it is time to upgrade. 

10 hours ago, Niko182 said:

Did they ever make the kit for an S. I'd love to be able to legally remove the tabs if i could.

not that I know of, the 310 HP STC includes increasing the fuel capacity of the M20S to 89 gallons.