LANCECASPER

Only the GIA63W with an -01 or a -20 suffix are compatible with the system in the Mooney. There has been much discussion on here about the G1000 NXi. Mooney has to initiate it and pay for it. Figures have been thrown around as far as what Mooney would have to invest. I've heard $200,000 plus whatever outstanding money that Mooney already owes Garmin.

I Have only one landing and take-off at the Edinburg airport

All Acclaims have the long wingtips

@Jonny

@cliffy installed an Aerocruze 100, so there is another option.

There are a lot of G1000 airplanes of many different brands out there. Garmin still offers exchange units if a GDU goes bad. Plus there are salvage airplanes that are being parted out. I wouldn't lose any sleep over keeping the airplane flying for the next 20 years. What should be your biggest concern is whether the one you're looking at has been upgraded to WAAS. There were a much more limited number of GIA63W units made. If not you should definitely budget an extra $35,000 to spend immediately after purchase. Not doing so will not only limit your airplane but will seriously limit its marketability when that day comes.

Going forward, as the supply chain catches up, since we are maintaining 15-70 year old airplanes, I thought it was a good idea to backorder an extra essential part like this to keep on hand. Not only will it most likely be more expensive in the future but it keeps me in the air. Plus if someone else is AOG, they can backorder one for me and I can let them have the one I have. Most other airplane brand owners have figured out that it's an community effort by the owners to keep these airplanes flying. Mooney has gone through many ownership changes in the past 60 years and doesn't have any mandated obligation to keep the airplanes flying. However on parts that they manufacture, they have been very helpful in supporting the fleet.

Same here.

Sometimes the cable going out to the box in the engine compartment needs to be adjusted. In the cabin it appears to be full ON, but out there, the slack only has it open part way.

The only way the 310hp STC is valid is with the Hartzell 3 blade Top Prop (PHC J3YF 1RF/7498 or the Acclaim variant) or the MT prop. You can't use the McCauley two blade or three blade with that STC.

You might want to be more specific. Originally the Ovation had a 3 blade McCauley. Then the Ovation 2 had a 2 blade McCauley. Then the Ovation 3 had a three blade Hartzell. There's also an STC for a MT 4 blade propeller. All of these can be used on any of the Ovations made. Which prop are you looking for?

Most people that I've talked to have said that they felt the Type S prop made the most of the 5 knot difference .. naturally the most expensive part,

That's easy for you to say . . . lol

This article explains most of it. https://aviationconsumer.com/aircraftreviews/mooney-type-s-ludicrous-speed/

This is not the clamp for the turbo, but is the Lycoming part # 12093-5 for the bypass (Item number 11 in the diagram). The turbo clamp needs to be the riveted version, but this one does not need to be a riveted version, nor is a riveted version made. When rebuilding the exhaust system it's good to used new clamps so that you start everything with known parts. The service bulletin (20-283A), which requires the turbo v-clamp to be riveted, mentions, "The other two Vband clamps used to connect the by-pass pipes have not had a history of becoming loose or failing." That is the part that is for sale. This is new in the package and has never been used. Aircraft Spruce sells these for $518.00 each https://www.aircraftspruce.com/catalog/eppages/lycomingcouplings_07-16014.php SOLD

I've never seen one unpainted either.

You'll want to quote his post (like I did yours) or ping @Aerodon so that he sees that you have a question for him.

To protect the starter adapter you want the heavier Energizer starter (#646275). The other lightweight starters have some kickback and take out the adapter. Your symptoms could very well be the adapter, on its way out, needing to be rebuilt.

The downside though is that when it does come apart, the exhaust becomes a blow torch and makes it through the heat shield and the firewall in a very short time and kills all of the occupants. In the late 90's/early 2000's when there were some catastrophes in the M20M with the spot-welded clamps and we lost people we knew, it was sobering to those of us who owned Bravos. It drove home the point of how critical this one point of failure can be. Since the new clamp was introduced with the Service Bulletin and the limitation on retorques I don't know of a fatality that has resulted - that tells me they got it right. I hope it stays that way.

What power setting are you running to get 15 gph on a Bravo?

I found a crack on the tailpipe Y soon after I bought the last M20M that I owned. This was after a 5 hour trip bringing it back home. Had that separated in cruise I'm not sure how it would have turned out. The heat shield would have lasted a little while and the firewall a much shorter time. Glad you caught that!!!

If all that it is is a mag sensor, this might be your problem: https://continental.aero/service-bulletins/SB02-3.PDF

Here's the Service Bulletin: https://mooney.com/wp-content/uploads/2020/12/SBM20-322.pdf BAS and the other salvage places know that these are very valuable. You'll probably have to bite the bullet and just order a new one. As it mentions, the airplane is grounded until the stall strip is replaced

It might have to be changed on the G1000 to the new sensor. There are options starting with software version 401.30.

I may have a brand new riveted version. PM me the part number.