LANCECASPER

Yes it did 7-1/2 yrs ago

I would add a column for Fuel Flow next to RPM so you can see what your normal fuel flow is, so that if it varies it will stand out to you. On the three Bravos I had, 29/2400 was my favorite cruise combo. There's nothing wrong with 26/2400 and there are probably infrequent situations where I would use that, like trying to extend range and avoid a fuel stop, but I bought a Bravo to fly fast. I heard of people running it 32/2400 and they were usually the ones buying cylinders. The only cylinders I ever changed were on the TLS that I converted to a Bravo. Also if you have the prop dynamically balanced for 2400 I'd leave it there during approach for a smoother operation and only adjust manifold pressure rather than lowering RPM. If you're putting in 10 quarts, on most TIO-540-AF1B engines you're going to have oil all over the belly, and on your first cross country after an oil change it will blow out whatever amount over eight quarts that you put in. My first mechanic used to love to put in 12 quarts in during an oil change until I jokingly explained to him that the next time he did that he was going to be cleaning the belly. Eight quarts was the number that all three of my engines liked. It took me awhile on my first one to have the courage to go all the way down to eight on oil changes since 90% of my flying was long cross countries. But that's where I ended up. (I will admit that on a couple long cross countries over water I did put an extra quart or two in, just to be sure. I still ended up cleaning the belly after those flights) Carrying 8 quarts, I usually had to add one quart between 25 hour oil changes - once in a great while two quarts between changes. It's good to know your engine's "normal" level so you'll know whether it's blowing it out or consuming it.

As much as I liked the extra 30hp on the Ovation that I had with the 310hp STC, I can see how this could happen with someone with virtually no time in the airplane. It may have been helpful, under the supervision of his CFI in the transition, to let him see or feel what an out of trim take-off feels like, since it's bound to happen once eventually. And who knows? Maybe he was shown that.

Google is an amazing thing . . lol https://www.google.com/search?q=Matt+Kenseth+Mooney&rlz=1C5CHFA_enUS1031US1031&oq=matt+Ke&aqs=chrome.0.69i59l2j69i57j69i60.3307j0j7&sourceid=chrome&ie=UTF-8

http://www.aero-news.net/index.cfm?do=main.textpost&id=3207d048-5c7f-4eb0-8c30-72c78336f030 https://www.aircraft.com/aircraft/1154648/n312tn-2006-mooney-acclaim

What audio panel do you have? Or for a cheap solution this would work if you have a phone or mp3 player that has a headphone jack (https://www.aircraftspruce.com/catalog/pspages/gamusic11-13678.php?clickkey=21112)

https://www.aircraftspruce.com/catalog/elpages/plugnjump.php

You'll want to ping him @Aerodon or quote him or he won't see your post

Having the STCs is one thing, but if there are parts involved you then need to have a PMA and that's an approval process also. I've been following the Monroy Long Range tank STC. In this case you have a willing seller of the STC, Jose Monroy, and a credible buyer, Don Maxwell, but I understand now what delays it is the parts manufacturing.

In 1989 when the M20M (TLS) was introduced it had vacuum speed brakes. I owned serial number 27-0007 which had vacuum brakes, which were called Descent Control Devices. The 1993 TLS, serial number 27-0150 that I owned had electric speed brakes, so somewhere in between 1989 and 1993 they switched from vacuum to electric. If I remember correctly though it was just the 1989 models that had vacuum speed brakes. Someone with a 1990 model will chime in I'm sure.

In 1986 the 252 speed brakes were vacuum. He's asking when the M20M went from vacuum speed brakes to electric.

I believe it's a mismatch between the PFD and MFD

I'm sure they have satisfied customers, but there have been some horror stories

The best shop with the best reputation is Weep No More in Wilmar, MN. They will give firm quotes, but usually have about a 9 month to a year waiting list, which should again tell you something about their work. No matter where you live in the U. S. it's still worth it to go there.

I doubt that you could on a certified airplane, maybe on an experimental