FoxMike

I just bought a 340 Quartto and have flown it about 3 hours. So far it is living up to expectations. I have a picture in the Avionics/Panel section under thread "Just in Time for christmas". Walt

Have flown about 3 hours with the SAI340. I am not a fan of speed tapes so I look mostly at the steam gauges. The artificial horizon of the 340 is a bright snappy presentation which I like to monitor. I tried a landing using the airspeed tape for reference. The dial gives me more meaningful data.

MooneyBob is right you have to cut the static and pitot lines and tee them. Requires a leak check. I found the unit at Depot Avionics in Alamosa, Co. I think Sarasota Avionics has stock or at least they did several days ago.

If you are having a difficult time finding an appropriate gift for your aluminum mistress you might consider this Sandia 340. Each function meets an appropriate TSO and the instrument is recently certified to be installed in factory airplanes. The install took about 2.5 hours. Initially it added to the pilot workload but it is not something you need to more than scan occasionally. Your Mooney will love you for it. All the details are on Sandia-aero.com.

This is kind of a longshot but it happened to me. My Bravo had starting problems at temperature extremes. Finally traced the problem to the factory wiring the left mag to the right mag on the switch. This does not allow for retard during starting. Only one mag has retard (left one if I remember correctly). You or your mechanic can trace the the wiring and make it right without buying any parts. An ohm meter is the only tool you need and a wiring diagram. Good Luck!

Try NAPA Auto Parts.

Most of the Bravo owners will remember that around 1998 Lycoming changed the formula for the crankshaft. A little while later Piper Malibus started having crankshaft failures. Soon a service bulletin came out listing problem cranks serial numbers and an AD followed. I own a Bravo that was affected and had to change out my crank. I wonder if one of those problem cranks found its way into that engine. Lots of the old cranks are lying around engine shops. I was told they all would end up in airboats but who knows.

I travel the Caribbean almost every winter. Customs is a pain but it is doable. Getting through to customs on a phone can be a real challenge depending where you are. Ft. Pierce is a especially big pain in this regard but Ft. Pierce rates high because it has reasonable fuel prices and a restaurant. Ft. Pierce has limited ramp space for the customs operation. If you cannot make the needed phone call you could send an email to a friend and ask them to call customs for you.

ZamF16, Your AK450 antenna will not work with the AK451. The only antenna option is an externally mounted one (looks 20kts slower). AKC makes a 406 ELT that has a whip antenna can be placed indoors (under dorsal fin). Mooney can supply drawing. Lots of work no matter how you do it. Path of least resistance is a PLB with features you want in the cockpit or around your neck when flying over water.

carqwik, I have been thinking about putting one on my Bravo. Talked to a sales guy. He did not know if the pulley now installed was the right size and was unsure if the alternator bearings would tolerate the longer arm of force. I assume you are having no problems. Which side is number 2 pilot or copilot? Thanks in advance Walt

My wingman is selling his 231. If you want a no corrosion airframe this is the one! 1980 Mooney M20K 231 Aircraft for sale - Jetter Aviation Denver, CO - Trade-A-Plane Inventory ID 215.webarchive

This is a difficult question. The amount of power you get depends on mass flow through the cylinder. How much mass flow the engine will see is dependent on match of the turbo to the engine. Their is a lot to getting a good match ( a black science). Some say the Turbo Alley conversions are capable of this, I do not know. From more than 40yrs. of operating Turbo Mooneys and a T210 I never found that up in the high teens and above that 90% power was doable nor was it a good idea. A blower that can produce that much mass flow probably will be a real drag on the system when flying in the low teens and below. The T210 used appreciably more gas at 4K because the turbo was causing a lot of back pressure when the turbo was running at a slower speed. The blower became efficient above 10K. If most of your flying is up high, having a turbo match that optimizes best at high altitude is OK. I like to fly a variety of altitudes so I prefer a turbo design that is less aggressive. A good book that gets into designs and matches is "Turbochargers" by Hugh Maclnnes. One last comment, mass flow is dependent on density altitude, on above standard days a standard cubic of air is a lot bigger than on a below standard day.

I am one who has not installed any new fangled weather equipment in my airplane so I still use flightwatch. I am not sorry to see it go. Over the last 5 yrs or so it has hardly been used by the flying public. I will simply revert to calling flight service on the published frequency. Fifty years ago we transmitted on one freq and received on the VOR freq. It was not the best as you had listen to the morse code but was usable. Com radios have improved a lot over the years so updating weather is not nearly the chore it used to be. These days you can also listen to the AWOS at airports that are along your route. Flying is much easier and somewhat than when I started 50yrs. ago.

I considered doing this several years ago but decided the ADS-B equipment would suffice for finding me when I get it installed. My recollection is the Artex has a whip antenna that can go under the dorsal fin, mounting near the rear of the fin. Your installer is required to follow the SB M20-116 as antenna location is critical. You can also go for an outdoor antenna. I think you leave the old antenna (121.5) behind but disconnect it. A 406 ELT is a reasonably good use of funds but I think you will find the purchase and installation surprisingly expensive.

My experience with oil filters for the past 40 yrs or so is the hand tighten+ 3/4 works ok. Since I have to have my torque wrench calibrated every year I currently use the 18ft/lb. I have had two filters leak over all these years, one probably was result of not enough torque and the other a slightly deformed filter case. A slight leak makes a mess giving notice to troubleshoot, a big leak can be catastrophic.

I think the Hobbs got relegated to baggage area because their was no room up front. I have seen Hobbs mounted on console in the foot well area and they are really hard to read.

Having owned a RayJay E model many years ago and owing two factory turbo systems airplanes since, I can tell you the best deal for you is to find a 231. I liked the manual wastegate on the RayJay but little else. In the original configuration the induction system was so poor that I spent a ton redesigning it. Oil temp was also a problem again requiring redesign. The M20 turbo I have no experience with but have heard a lot of stories none of them good. Both systems passed FAA cert but neither worked well. If you happen to be a mechanic or want to make one rich continue on your present path. If you want something you can regularly fly and enjoy find a good 231. Good Luck. Walt

I have about 1650 on my KI 256 and it seems to be working OK. I am wondering how much time you got out of yours.

If it were me I would move the transponder to the right. Mine is located on the right and is seldom needed except for a code entry at the beginning of the flight. Nav/Com 2 gets used a lot in my airplane.

I spoke to the McCauley people at OSH. They have a carbon fiber prop. that should weigh 45 lbs installed. They do not have a hub as yet to fit the Lycoming engines. Right now their interest is in working with airframe manufacturers ( Mooney, Cessna, Cirrus). If some folks would make inquiries to them maybe they would be willing to work on an STC for the Bravo. Prop. is not proven so giving it some time to prove itself on someone else"s airplane might be wise. This is a new technology. Mc Cauley is owned by Textron and you might remember the great job they did with the redesigned crankshaft they came up with. The current Bravo prop. weighs 75lbs. Keep in mind they helped Mooney with the original McCauley install on the Bravo so they have most of the data they need.

Safety wire and paperclips also work.

I just had that repair done at CAV at New Century (Kansas City). The original glue dries out. CAV knows what to use- PRC product. They put out a letter which explains the procedure so others can do this in the field. Do not lose the strip replacements are $800.00. If you break the little tube feeding the strip you will have to replace the panel. I taped mine in place for the trip. Don't let just anyone mess with this a screwup could really get costly.

Some soapy water squirted on the fittings in the back would be the best place to start. I am assuming you are careful to shut the bottle off when O2 is not in use. The cable in the cockpit goes all the way back to the bottle. The pressure gauge in the cockpit might be the problem. Good Luck. Walt

I would bet that 15K will put you into a pretty good wind going up, coming back may be worthwhile. Do not go above 12K unless you have Ox. You will likely be crossing lots of MOAs in the southeast part of the country. Better look at potential hot MOAs before you start thinking about altitudes. Are you going IFR and/or doing this in one day. With a fuel stop you are looking at a 9 hour day. You need to plan your arrival time with show time if you are arriving on Monday or later. KOSH closes before dark so it is only open for a short time after the show. If you do it in one day take chow with you as you won't have time at fuel stop to have lunch. You will gain one hour. Look at AirNav for best fuel stops. Study the KOSH NOTAM it contains lots of things to know and do. Good Luck!

I have been fying turboed aircraft for 40 years. Sometimes you get enough tailwind to justify the climb time but other times you are better in the teens. Lots to learn before you can do the flight levels safely. Flying high is helpful and provides flexibility in travel. You, of course, need an instrument ticket and a fairly well equipped airplane. You will be climbing and descending through lots of cloud decks. Walt