Geoff

If yo squint, the original logo also looks like an M superimposed over an A (Al Mooney).

Granted it varies with weight, I have always used 85 KIAS in the long bodies as the "memory" Vbg. 85 KIAS is also what I use for Vx in the long bodies it's one less number to memorize. In the "generic" airplane in the theory books for a given weight you are at best glide at max L/D. The rate of deterioration (slope) in L/D is less as you move to a faster airspeed than a lower airspeed. So you are penalized less for being a little faster than slower. Some one on the board may have the specific Mooney version of this chart but expect it is similar. If I must err, I prefer to err on the high side of Vbg for memorized targets, knowing I have fine tuned my glide ring with empirical trials. Also keep in mind that every Mooney is handmade and differences in fuselage length, rigging etc may have more of an impact that a few knots off the theoretical best answer. Go fly and gather the data for your aircraft.

Keep in mind that if the reason you are gliding is the engine has stopped without oil pressure in the governor the prop will go to full fine pitch and that 7% improvement may not be available to you. I suggest being conservative on glide distances. The whole idea is to make it to your selected landing location at an altitude that allows a normal stable approach with a minimum speed touchdown (if off field). This can be done by setting the "glide ring" on your avionics and test flying it at various weights. In cruise put yourself with an airport just inside the ring, pull the engine (prop full fine) and see if you can glide and arrive at the first key position at 1,000 ft above the field. If you make it with extra altitude enlarge the ring (slightly) and try again. If you are super confident, try and land from that position engine out. Always a good idea to take an instructor along for this part.

Why are the cowl stripes darker?

The M22 is not listed on the GFC500 or 600 STC, the Dynon Skyview or any other modern autopilot I am aware of.

Taxi slower

Definitely add the intercooler. The 231 installation runs hot and anything that reduces overall engine temps will be beneficial for both longevity and performance. There is a reason the 252, Bravo, Acclaim, and Ultra all have intercoolers.

I'll be there.

Going 200 knots costs lots of $. Most 6 cyl turbocharged ~300 hp engines cost this much to have factory rebuilt.

Any high performance aircraft will require appropriate rudder input in various phases of flight. Without rudder trim, I use my feet. If the trim servo is moving the rudder trim uncommanded then have it checked by a competent mechanic.

I believe this aircraft is now based in California and is for sale.

Just sent you a DM.

Any suggestions on how to diagnose a slightly low voltage condition on my main bus? Mine is making 27 volts when 28.5 are called for in a healthy system.

Would one of you please post the sellers contact info. I would like to speak with them.

I had this installed at my last annual. It has two functions, audible gear warning call out "gear" and audible altitude call out in feet starting at "100" down to "10". Functions much like a radar altimeter. Observations: 1. In visual conditions at familiar fields not much benefit. 2. In visual conditions at runways that are significantly wider or narrower than your home field, reasonably helpful to avoid the dreaded flared too late/early PIO. 3. In IMC or night, VERY helpful at all fields. 4. "gear" audible won't force you to put the gear down but is definitely better than the horn in the standard setup. To me the cost was essentially an insurance policy against a gear up.