LANCECASPER

Tom, This is what I used on the TLS that I finished a few months back. It helps some with the sound but especially temperature as well because of the radiant barrier. http://www.soundexproducts.com/information.html It's not cheap - the 3/4" x 36" x 48" sheets are over $122 each but the material is super high quality and easy to work with. I ended up with 2 complete sheets left over. I think I have with shipping about $270 into it. If you want the two sheets which should do your airplane I would send it to you for $150 shipped since I know you're in the middle of a huge project. Lance

It looks like they will special order it in white also

I'll upload a 1997 M20K Encore POH. Here's a link to my Dropbox: https://www.dropbox.com/sh/piyn0vr2hxq1h2m/AABHJCqv81CR-daCUaXGvgNma?dl=0

A couple possibilities: http://www.ebay.com/itm/Floscan-Fuel-Transducer-Model-201-Used-/152184198375?hash=item236ee294e7:g:xmQAAOSwENxXmVyb&vxp=mtr http://www.ebay.com/itm/Cessna-182G-Floscan-Fuel-Flow-Transducer-M-N-231-/331875811665?hash=item4d45570151:g:gA8AAOSwbYZXVyuK&vxp=mtr or better yet, a complete Shadin with transducer: http://www.ebay.com/itm/Shadin-Fuel-Flow-Model-912041-/142068307787?hash=item2113ee574b:g:5sYAAOSwyDxXh51j&vxp=mtr

On a Bravo recommended is 25 hours.

No matter what you do, when you find an airplane you're ready to pull the trigger on, get a pre-buy done on it by someone who knows Mooneys well. It is the only logical part of the airplane buying decision . . . especially if you are financing part of it.

If these were installed 31 years ago I think they are vacuum operated.

It's a little thing I discovered called Google . .lol. I just put in the N-number off of the ad and it showed up.

Here's that airplane on a YouTube video. Here it is on Facebook: https://www.facebook.com/NewFlyersAssociation/photos/?tab=album&album_id=290819777684465

It's just GPS track, no magnetic heading source.

I should say that the G5 doesn't have autopilot outputs on the certified version (it does on the experimental version). It also has an HSI page on the experimental. Wouldn't it be awesome if they eventually certified 2 G5's to replace the KI and the HSI? Here's the manual for the experimental version: http://static.garmin.com/pumac/190-02072-00_B.pdf

The Garmin G5 does not have autopilot outputs. The King KI-300 has now been moved back to at least the first quarter of 2017. http://www.beechtalk.com/forums/viewtopic.php?f=21&t=112499

The Garmin G5 is now STC'd https://www.ainonline.com/aviation-news/general-aviation/2016-07-24/garmin-g5-efis-stcd-certified-aircraft https://www.garmin.com/en-US/blog/aviation/announcement-g5-certificated/

Congratulations on the Mooney!! There's a lot on this subject if you search "cowl flaps"

Yes the service ceiling is 20,000 http://www.pilotfriend.com/aircraft performance/Mooney/57.htm http://www.airmart.com/sites/default/files/Mooney M20R OVATION Performance Specs.pdf The absolute ceiling is higher. https://en.wikipedia.org/wiki/Ceiling_(aeronautics)

What does a complete reseal of both tanks cost these days?

Here's an option on replacing the Lifesaver battery: http://www.csobeech.com/files/MidContinentBattery-9015607.pdf

I am a huge Aspen fan and the odds are very little that they would both go dark at the same time because of power reasons, but if they both have the same software version if one goes the other is almost sure to follow.

His airplane N562BG is heavy even when empty - it has TKS & Air Conditioning which must put at it close to 2500 without fuel. Plus it carries up to 102 gallons of fuel. The max gross weight is 3368, i think. It is awesome to have both of those options, but with those options on the Acclaim, I'm not sure where that puts CG. It might be a little more challenging until there's some good Mooney Specific training. (If my math is correct, if the pilot and instructor each weigh 180, the most fuel you could legally land with is 56 gallons. The most you could legally take off with is 84 gallons. That's assuming those two only and no bags.)

If you have a complete electrical failure you still have the battery backups in the Aspens, but if you have identical software versions in both Aspens and its a software issue you have no Attitude. In fact I don't think even 2 Aspens with battery backups meets the requirements. - not sure on that though. An iPad or iPhone with Garmin Pilot paired with a GDL-39 3D sitting on a Garmin battery backup would be plenty of backup for me in this situation (or similar Foreflight/Stratus with battery). You are looking for a safe way to get back to VFR conditions. IMO you need the battery backup on the attitude source which is the GDL-393D or Stratus. I definitely wouldn't leave the vacuum pump in just for a backup vacuum AI. There are too many other more reliable solutions. Just my opinion.

Your airplane (N562BG) has a history of previous owners coming in too fast on final. No matter what you've flown in the past, humble yourself and fly with a Mooney specific instructor. There are a few on this site. Those that are new to long body Mooneys that haven't received Mooney specific instruction have a high rate of prop strikes. . Transitioning to the Mooney, coming in correctly on final will feel way too slow the first time you do it. But a stabilized approach at proper speed will virtually guarantee a decent landing every time, and occasionally when no one is with you to witness it, a perfect landing.

I would take it back to the avionics shop and insist that they do it, even if it costs an hour of labor. If there are any problems down the road they may try to blame it on the last person that worked on grounding it.

Here's the POH supplement for the Yaw Damper that was on an M20K (Encore) that I owned. M20K Yaw damper.pdf

Don't you love it when people do their research after they buy something instead of before?

This might be your best bet http://www.shopstraighttalk.com/bpdirect/straighttalk/PlanList.do?action=view&phoneFilterOptionExtensionId=13836643&productVariantExtensionId=30717424