Geoff

Another option is Curtis Jackson in south Dallas. 919.333.7919

Rumor has it there may be one in Europe next year...

I suppose that settles it. Perhaps the OP can advise if speed brakes are installed...

Perhaps the OP can advise if speed brakes are installed...

Nope, fuel tank vent line.

Fly it imbalanced by hand well trimmed then let go. If wing dips on the full side, consider that as potential personal limit for your bird. The state of your rigging will impact this as well.

Pass the keys to your friendly CFI and have them fly it occasionally. In all seriousness, best thing for airplanes is to fly, worst is to sit, even well prepped.

He said he has the whole type s kit.

Don Maxwell has the nose gear doors per a conversation with Paul last Thursday.

They are also easily fabricated.

As stated the prop is likely worth 5 kts but only at high altitude, i.e above FL 180 I have a non-S with tks and had the flap gaps seals added and the flight data showed a 3-5kts increase in speed in the mid teens. The cost was about $1,500 for the install and paint.

The adhesive should be allowed to set for 6 hours before flight.

Suggest adding this to preflight activity. A little nudge on the strip will give you an indication if the glue is letting go.

I added the flap seals to my non-S 2007 Acclaim and it was worth an honest 3-4 kts @ 15,000. FYI I have FIKI so YMMV.

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.