LANCECASPER

@Grant_Waite and @bcg - it's now mid-summer and just checking to see how the Eco Wave Flow 2 is working out. I really like the size of the Eco. Would welcome your observations,.

I would take it in to a Garmin dealer and let them sort it out.

On the Mooney G1000 airplanes there's no GDL90 installed that's why there's a red X over it. Your ADS-B out comes from your transponder. I think it's your GMU44 magnetometer. Once you lose your heading you lose your traffic.

I've had three Bravos and have never seen low 300's in cruise. If those numbers are correct you likely have the coolest cylinders of any Bravo on the planet or you are flying in the Arctic Circle. . . lol. Since you have a 1995 Bravo and you have a CHT reading on each cylinder you're using an aftermarket engine monitor - which one are you using?

I applaud their efforts, but I would not want to be an early adopter on a new design of something this critical to safety. The present riveted Bravo clamp has an excellent safety record. If I still owned a Bravo I would just have an order in for a new one in case I needed it and after the newly designed clamp has been out a few years, accident-free, then I'd consider it.

Not only for the M20J owner, but for the other aircraft involved. In 1997 I was visiting family in Minnesota and flew over Fon Du Lac, WI for the day to catch the shuttle bus up to Oshkosh. When I got back late that afternoon to Fon Du Lac as the bus was taking us out to the area where I was parked (grass) I saw people standing everywhere and airplane parts strewn everywhere. An airplane forgot to untie his tail and kept adding power until it let loose. When it did he spun around and took out the nearest five airplanes I believe. My one year old Mooney Bravo was one airplane away from the carnage, but untouched. I almost felt guilty climbing in and leaving . . . almost. . lol. I was very relieved though and thought later about what a hassle it would have been for all of those people to get home and get their claims processed. Steve Myers has a shop over at Oshkosh (Myers Aviation) and I found out years later that he ended up repairing at least a couple of those airplanes. Although it would be fun and an adventure (or airventure) to fly into Oshkosh and stay right on the field, reading about the ground incidents and landing mishaps that happen every year and last year an experimental dropping out of the sky and totaling a Mooney, I am satisfied to pick an alternate way of getting there every couple years to get my Airventure fix. It's fun to watch the airshow, I just don't want to be a part of it. [emoji4]

No doubt it's not just a GTX330, but a GTX330ES with ADS-B out from the 530W or 430W. The last time this airplane was for sale it had the GTX330, well before the 2020 mandate. That would have been the least expensive way to comply, to send it off for the roughly $1800 upgrade to ES. The GTX330ES is roughly the equivalent of a GTX335 (without the internal GPS option). With all of the similar numbers Garmin has chosen you just have to verify what's actually in the panel. Garmin makes at least six boxes with a "345" in it: GMA345 (audio panel) and a GTX345 (transponder) and a GTX345R (remote transponder) and a GTX345 with built in WAAS source and a GTX345D with Diversity antennas for ground based (U. S.) and satellite (Canada) ADS-B.

The broker should have caught the difference in transponders, but it isn't the easiest since Garmin doesn't change the overall appearance much of their transponders (even though I learned something on this thread from @1980Mooney about the 3 buttons vs. the 5 buttons). A mentor of mine used to always tell me "Inspect what you Expect". There were a few opportunities to catch this though. The logs should have shown which transponder it had. The 337's from the FAA and the W & B would have also shown it. Although I've made deposits on airplanes sight-unseen, I've never taken delivery of one before I've looked it over with a fine tooth comb. After closing, the money is disbursed several different directions and it makes it difficult to make a claim. Also there's usually a delivery clause in the paperwork that says you have looked it over and that you're accepting it as-is. Most spec sheets on advertisements say subject to inspection. That being said, maybe the broker or previous owner, being of integrity will do the right thing. While it's disappointing, hopefully everything else turns out well on the purchase.

Not sure since it's a different turbo charger

It's just a microswitch, it shouldn't have anything to do with altitude. I believe it should come on any time you're at full throttle.

I think the original part number for the TSIO360LB was 633358, now it's 653332 This might be the one - you'll have to verify (still out of stock at Spruce) https://www.aircraftspruce.com/catalog/eppages/continentalnewcoupling_07-04815.php Once it's back in stock, it looks like Air Power has the best price: https://www.airpowerinc.com/SearchProducts?q=653332

I believe that's the wrong clamp - that's the one for a Mooney Bravo (Lycoming TIO-540-AF1B) - I owned 3 different Bravos over the years and know that one by heart. Continental will have a 6 digit part number.

Probably just out of adjustment

Dan, you'd be the last one to know if you were

The post you're replying to is 14 years old. He may have repainted it since then If you read through the entire post he found a solution.