Guillaume

Not to mention that for the 430 -> 430w upgrade you have to purchase an individual EASA STC. There is no « free of charge » EASA STC for this upgrade (contrary to GTN650 or IFD 440 upgrades)

I'm the one who asked the question on Beechtalk.com but didn't receive a reply. Aspen and G5 should be able to sync Alt, heading bugs by using standards Arinc 429 labels (so a GAD29 would be required) . But this functionality needs to be enabled on Garmin and Aspen side.

I understand you did ask MSC's but did you ask your FSDO ? We also have MSC arround here and our CAA's (Civil aviation authority, our FAA equivalent) really don't care what MSC opinion's is on the regulations. During ramp checks or airworthiness review, the CAA opinion is the one that matters. I'm surprised that in the US you can install/replace any parts which is not listed in the TCDS but then, did you update the POH pages yourself without any approval (to reflect the new engine configuration) ? Everytime Mooney has released a SB for a new prop, engine, they would provide POH replacement pages for the aircraft updated configuration.

In europe, each certified aircraft like the M20J has to comply with the design approval holder parts catalog. For the engine, the M20J parts catalog says : A1B6D for aircraft s/n from 24-0002 to 24-0377 excluding 24-0084 A3B6D for aircraft s/n from 24-0378+ A3B6 for aircraft s/n 24-3374+ It also says that A1B6D engines can be converted to A3B6D by complying with Mooney SB M20-206. Mooney also says you can replace the old C212 (square tip) prop by the C214 (round tip) by complying with SB M20-214. But I'm not aware of a Mooney SB providing the instructions to convert an aircraft equipped with an A3B6D to an A3B6 (ie replacement of prop governor bracket, change of hoses...) . I'm surprised that in the US, you can install an engine not listed for your aircraft serial number (in the parts catalog) without any further approval . In Europe, this wouldn't be possible for a type certified aircraft without a manufacturer SB, third party STC or major modification approval.

I don't think there is one. I have the installation manual for the 2000 series and it just says : 4.4 MAINTENANCE INSTRUCTIONS Maintain aircraft structure, and wiring in accordance with aircraft maintenance manual, and FAA AC 43.13. INSTRUCTIONS FOR CONTINUED AIRWORTHINESS are listed in the install manual

Mine (2000 series electric, installed in 2001) had less than 600 hours TTIS. I was quoted 3361 USD (!!!) to overhaul them last month. I ended with a standard exchange for 3200 USD. Needless to say that I spent more $$$ than expected...

When Mooney tested the MT prop in the late 90's it was the old blades design. The new scimitar blades design release in the early 00's supposedly improved overall performance.

Yes, because the Ovation 2 (280 hp) is EASA certified. If your aircraft is EASA registered, you should contact your local CAA to get a noise certificate. If it's N-reg, check this.

There is no european noise restrictions as such. It varies from country to country. However we do have european noise certificate. Most noise restrictions are in Germany / Austria where usually a quiet aircraft get a cheap landing fee. A noisy aircraft is going to get an expensive landing fee. In France we have some restrictions at few airfields for noise abatment purposes (ie no VFR traffic pattern during the weekend, airport closes between 2300 and 0600 local...) You obviously can't change the way a Mooney operates (as it was certificated with POH data) so there is no actual change in power / noise level. On a Mooney, the only way to improve the noise level is by changing the prop (per STC). On the M20J, the mt-prop with new blades is supposed to give you better or equal performance. That's why you find a lot of Mooney in Germany with a mt-propeller.

For your option 2 I would try to contact this company : http://sega-aero.fr/ I have no personal experience with them but they have the proper approval and are located in the east part ou France.

@Hyett6420 I'm ATC in France and I can tell you for sure that I don't work for eurocontrol . In the UK, the biggest ANSP is NATS which is half public / private (according to wikipedia : the UK government holds 49% and a golden share, with 42% held by the Airline Group, 5% by NATS staff, and 4% by UK airport operator LHR Airports Limited) But the rest of your post is correct

Are the oscillations related to the engine RPM (ie : The higher the engine RPM, the higher the frequency of oscillation)? I had a similar issue with rather strong fuel pressure needle oscillation. The engine would run just fine and turning on the fuel pump would bring back the pressure steady in the green. The oscillations were related to the engine RPM. Turned out to be the mechanical fuel pump starting to fail.

Only the KX165A 069-01033-0201 is 8.33 capable. I've one of those. Be cautious, the KX165A 069-01033-0101 is not 8.33 capable. KX155 / 165 / 155A are not 8.33 capable nor upgradable.

Most ATPL schools in France work that way. But as said earlier, pitch attitude will vary from aircraft to aircraft as ours ADI are almost never perfectly calibrated. But you need to know which speed / power settings to use for the various phase of flight. For the M20J I use : Climb : During climb, I only fly with IAS / Power. Vertical speed is only a consequence of IAS / Power : you shouldn't fly by using the VSI. Only monitor vertical speed unless ATC asks you otherwise. - 100 kts by default (max MP/ 2700 RPM). During warm summer days, I can increase IAS to 110 kts for cooling purposes. - 90 kts is best rate (Vy) @ 1243 kg (93 kts @ 1315 kg) @ sea level. I use this speed when ATC asks me to "expedite climb". - 66 kts is best angle (Vx) when obstacle clearance is a factor. Monitor closely oil temp / CHT when climbing at Vx. Cruise : During cruise : set your power setting and VSI to 0. I use 2500 RPM and 24 In.Hg (or max MP if max MP < 24). I lean usually lean 25 LOP. Descent : I tend to fly a fixed vertical speed of -500 fpm by default for my passengers ear comfort . Keep MP<24. Lean as required (don't set the mixture full rich as some school teach it !). Approach : I usually fly holds at 100 KIAS clean config. It's close enough to best glide speed (ie speed where you need the less power to keep flying) and it's on the "good side" of the power curve. For level flight 100 KIAS is about 14 in.Hg / 2500 RPM clean configuration. Lean as required. For a 3° final approach, you can keep 14 in.Hg / Max RPM, gear down, flaps 15°. It will give you 90-100 KIAS if there is no wind. To prepare your flights, I recommand you use this tool : https://www.autorouter.eu/ . It's free and amazingly powerfull. My M20J model is available with the sharing code "3724BJR".

http://internationalavionics.com I don't have the exact cost at hand right now, but I remember it was ~ $300 but I guess you may ask them for a quote. The amplifier is manufactured by IAI. The gauge is manufactured by Rochester. I'm not sure who makes the sensor. I remember that my problem was "easy" to troubleshoot as tilting/touching the wire at the amplifier base would fix the problem.