Awful_Charlie

And very grateful of your generous hospitality too - just wish I could do more of it :-)

Thanks The gadget is an emergency egress hammer ("Glass Breaker") and seat belt cutter - with all my time over water, last thing I wanted was to be trapped inside!

With a heavy heart, I've listed my Bravo with Europlanesales in the UK. It seems my eyesight is failing such that I'm unlikely to get a medical again Very new engine (less than 200 hours since factory exchange), Avidyne IFD and Aspen stack, Avidyne active traffic, JPI EDM700, Stormscope, FIKI TKS, Monroy, LED Nav lights and strobes, leather interior, a big bundle of spares and cores as well as standard equipment. All new batteries (both mains, Aspen, Castleberry, ELT) last annual EU VAT imported, it's been well travelled with me (Middle East, India, Bangladesh, Thailand, China, Oshkosh) https://www.europlanesales.com/aircraft-for-sale/mooney-m20m-bravo-for-sale/

If you figure on 10-15k each way you should be in the right sort of ballpark. It won't be much less, but could be a lot more depending on the weather and constraints you put in. If using a ferry company, before you use SkyFerry and/or a Mr Weaver, do a very thorough internet search, starting with here and pprune before deciding to part with any cash (probably applies to any ferry service) On the other hand, I can personally recommend A2B and David Plange Also, if this is a permanent or long term import, there may have taxes to pay on arrival - do check the limits out! Related: how hard is it to get your FAA PPL or CPL converted to the EASA equivalent? If you don't have to convert it then don't! On the other hand if you must, then although it should be the same in all EASA states there is some variation. Remember the UK is no longer an EASA member too! It depends to a degree how many hours you have as well as the licence type, and if you have an IR to convert as well

With the record discrepancies and various equipment removals and additions, I think it is really time for a re-weigh. If you've arrived at a starting point where you can't be sure of the numbers, there's little point in wildly adding and subtracting from it in the hope you will end up with a more accurate figure. Alternatively just go and fly it with a couple of heavies in the back seats and stall it - if you end up in a smoking hole then the CofG was probably too far aft. Go again with a couple of heavies in the front seats, then if you smash the nose gear off on landing then it was too far forward

A lot will depend not only on the field owner, but also on how long you have to prepare, what season it is, and how long the message has to be visible for. Start with thinking mowing/harvesting, fertilizer (or weedkiller ) whitewash/paint, pinned down banners or reels of paper pinned down to make letters. With harvest season not so far away for some crops, you might be able to encourage a farmer to write your message with his combine/mower/tractor, but expect him to want to finish the rest of the field the next day. Alternatively, if you have scant regards for the landowner, then weedkiller and a few weeks can do something like this

Farmer upset about the quantity of overhead traffic

Whenever I hear "Boom" I am just waiting to hear "Bust". Don't get me wrong, I'd love them to succeed, but a stake in the ground for what to expect can be shown by the necessary resources and costs of Concorde some 60 years ago (3.4Billion GBP)

Just give Jose a call/email/pm. (monroyaero.com) When I bought/installed in 2017 he was super helpful and a pleasure to deal with - even after the purchase. The kit is several pieces of metal, nuts, bolts, drain values, labels and a substantial quantity of PRC (the latter has a shelf life) as well as the all important paperwork. IIRC shipping was a few hundred and you have whatever your country's import duty & tax too (EU civil aircraft parts are sometimes duty exempt, but my experience is that you can never be sure to avoid it. MWSt/TVA/VAT/(tax) is very rarely avoidable in my experience!)

If you can get a kit, Troyes Aviation in France can do it (at least, they *used* to be able to do it) Give Francoise/Antoine/JP a call there. I also think there is a "Weep no More" franchise operating in NL or BE - they can probably do it too for which I expect Bernard Maeterlinck will know how to get in contact. Any easy to do - certainly not! Look at my earlier post. If you want to DIY, put aside lots of time (and buy volumes 3 and 4 of new curse words)

For constant flow in the FL's, 2lpm sounds on the low side, and therefore potentially downright dangerous. Of course the FL could be just about anything (eg they start at FL030/3000' in the UK!) - check out the FAA requirements in FAR 23.1441/23.1443 My Bravo has an 803216-03 regulator, and that has a max flow of 85lpm (at 35,000') which with Green adapters gets 3lpm per person at 20,000'/55psig/62psia Do take care out there

I have no idea what a 930 does, but an 800 increases the sample rate to 1 per second when you go into lean find mode. For your existing download issue, I would first try clearing all the files from the USB stick, and if that's no good, then (re)setting the clock, do a full download and then go fly and try an incremental download. Good luck with your upgrade if none of the above is any use

@philiplane makes many good points that are all worth checking out before getting it done. After 100 hours the engine should have bedded itself in well enough to balance, but if you are going to do GAMIs, then I would suggest you get this done (or at least do the test to determine if you want to do them) before balancing the prop (or be prepared to balance it again!) I had mine balanced a few years ago and very pleased with the improvement, but having changed the engine it is overdue to be done again

From the POH there is only 0.6 knots margin on the stall speed for certification with the current 3368lbs. If you look at the overweight ferry SI (SIM20-133) you'll see the 15% over gross figure is 65KIAS which is not an insignificant speed to get back somehow. Whether the solution is VGs or modified flaps or something else will be up to Mooney. Also bear in mind the climb performance - particularly the Bravo with only 270bhp. You're going to use nearly 10hp just to carry up 400lbs at 500fpm, and that's before your consider the extra induced drag to overcome. From experience I can tell you that at gross and ISA+30 the climb is already rather anaemic! I wouldn't be surprised to see some sort of temperature limits applied. For takeoff and landing performance, it will be whatever it is - unless there's a whole new wing or new (more powerful) engine, then the TORR and LDR are just going to be more (you've got to accelerate all that mass) - if that means you need a 10,000ft runway, then it is up to the PIC to determine if it can be done. From the same SI there is also the +2.5G limitation, but as the normal category requires 3.8 then it wouldn't surprise me if anything more than a couple of hundred pounds increase involved a number of very expensive and invasive modifications, also worth a look at the SI to see the resultant W&B envelope might look like. Regulations also specify that MLW can be a minimum of 95% of MTOW so there's the whole gear issue already mentioned - the existing 3368/3200 is using the full extent of the allowance. Tailplane limitations will be interesting - supposedly the long bodies are already close to the limit with a forward CofG and full flap, with extra limitations if icing has been encountered. Unless a significant CofG limit is applied, then this might require a new tail and elevators, maybe even a whole empennage? The price continues to go up.... I'm not in any rush, but would probably be interested in a 200lb increase. If there was a 400lb option for $$$$ and a 200lb option for $$, I wouldn't look at the 400lb option, on the basis I already have near as dammit 1000lbs available, and: a) If I'm going somewhere with four 200lbs adults, you can pretty much bet that after 3 hours one is going to need to pee, and everyone will be ready to stretch their legs (unless you are four masochists). In any case, you wouldn't pile four large adults in a mini to drive cross country for hours and hours without a break so why do it in a Mooney? At 90lbs/hr of fuel, then 1200lbs usable even gives a small amount of baggage! b) A couple of my regular routes go near super cheap fuel - 1200lbs usable means I can pickup full (Monroy LRT) fuel (730lbs) with two adults and long weekend bags

If you check out the specifications of the altitude compensating regulator and the adapter fittings called for in the POH, then you will be able to work out the litres per minute expected for the altitude you are interested in. To measure it, a large variety of flow meters are available, just choose one that fits your immediate (and maybe longer term) needs