FoxMike

I have a KLN 94 which replaced an 89. The former owner did that exchange. I am pretty happy with the 94. The screen does not show much but I have an iPad attached to the yoke which provides maps and other in flight information. The 94 handles IFR flight plans well and most information you want in flight is available. Since it drives the HSI ease of use in the IFR system keeps me happy. The only reason to give it up would be to have LPV approaches and more database storage. As we get more into Next Gen we are going to need more storage. One other thing to consider is that soon after 2020 the feds are going to require 8.33 frequency spacing on your com radios. Only the latest com radios have it including the G430s. The feds have been very coy about describing all our future equipment needs. It might be best to wait for a while before deciding what equipment will best fit you needs.

I have been to OSH many times in a Mooney or other GA airplane. If the ground is wet and has been taxied over by many airplanes be very careful.. If you hit a big bump and the ground is rising (only slightly) in front you have a good chance of hitting the prop. Some of the ground personnel vigorously wave you on. Resist the urge to speed up. The best defense to having a ground strike is to move at the pace of a human walk. Sometimes you have to taxi a long ways and cross taxiways. Resist the urge to pickup the pace. Their are lots of hazards hidden in the grass and when you are tired from the flight and its hot you are not as sharp as normal. Parking on plywood squares is a good idea and turning the airplane 90 degrees to the parking line before you start the engine will be appreciated by all who are parked nearby. Have a good time at OSH and remember to fly friendly and taxi friendly.

Just some food for thought/dreams. McCauley showed up at MAPA this year with a carbon prop. The specifications callout a 45lb installed weight. They were probably thinking of the Acclaim, but knows maybe they would adapt one to the Lycoming Engines. McCauley and Lycoming are both Textron companies.

TKS with 6 gals of juice is about 100lbs.( no juice about 45-50). Ox bottle may weigh in the 40 to 50 lb range, depends on size and material. Turboed airplanes are not much use without Ox and portables will probably weigh 30lbs. You could probably find someone to remove the TKS system for free if they had an airplane they wanted to put it on. You might look into the cost of increasing the gross to 3200.

Run the engine up to 1800RPM or maybe a little more (try to find an area devoid of rocks). Pull the mixture control slowly and observe the increase in RPM. When the RPM starts to drop push the mixture back in a little. After you do it a few times you will get the idea and be able to do it quickly. It is hard on the prop but better that than trying to lean while on the takeoff roll. Make sure during the takeoff roll that the engine does not go lean. On the lean side you get a lot less power.

Takeoff from should not be a real big problem but here are some tips Lean the engine for peak or slightly rich of peak. Very important to do it right. DA will probably 7500- 8500 depending on time of day (be sure to compute it at preflight). You will not get enough power to hurt the engine operating this way. Runway 21 is slightly downhill. Downhill is good but a big wind out of the north is even better so use 3 if winds favor it. Use usual indicated airspeed for liftoff as you do at lower airports. You will be going faster. The wing does not lift as well, so after you cleanup initially be climbing only a few hundred feet a minute. You will use noticeably more runway. Lots more could be said but will suffice for a first time.

My Bravo is FIKI and when new worked well. Several years ago the panels seemed to wet sporadically. I found the tubing leaking in various places. I safetied all the nuts after I torqued them properly. That took care of the problem. Leaks are evident, your problem seems different but you may look around for a leak. Good luck!

I bought torque wrenches from Harbor Freight and took them in for calibration. They have been used a little during the 5 years I have owned them and each time they are calibrated they pass with some adjustment. I have a 0-250" for small stuff and one that is 0-820" for over center torque checks. A dial gauge is best for that job but a breakover will work if you have a little extra time.

George, I have a PS 7000M-S which has low time and is in excellent shape. If you have interest send me an email and I will respond with some pictures. Walt Bell bellw@me.com

I do not know what the rules are but look at a factory G1000 install, the AI is located next to the cabin door. I think that is a terrible location but that is how Mooney did it. I would suggest that you locate a backup AI near the Aspen. If you need to use it, it ought be be in your primary scan.

Frank, An awful lot of variables are at play during landing. In round numbers 3000' is a reasonable (conservative) distance. If you are landing where the DA is above 8000' add another thousand feet. A runway too short can cause you to slide off the end or screw up the approach and really damage the airplane and perhaps the passengers.

Did you remove this stuff from a Pitts? It is all upside down.

Mike, I have a Bravo that I have owned 10 years or so. I try to fly every Wednesday with a group for lunch. If you could get to FTG I would be glad to take you along. Festivities start around 10AM and the airplanes get back into the hangar around 2PM. Flying is always weather dependent and I have annual inspection coming up in the next few weeks. Let me know of your interest. Walt

The Bravo exhaust is grim. I have owed two other turboed airplanes have had little problems with their exhaust systems. I would suggest you send the whole system to a good welding shop so they can do it right. When you get it back lube it well before you reinstall it. Keep an eye on the TIT during high power. I have found keeping the TIT around 1600F will help you get max life out of the system. I have found that using 30/2200 about 75% will keep the TIT around 1600F at peak. Good Luck!

I might be, would need much more information including if I can use it and retain the FIKI certification.

What I saw is an update of the 770 they showed at KOSH this year. I am guessing they have done some major changes to the system to make it more user friendly. The FMS button is gone replaced by FPL. The presentation on the screen (in the picture on the brochure) looks more orderly. Maybe someone with knowledge would be willing to enlighten us.

I was passing by an avionics shop last night and noticed a brochure for the King 770. The screenshot they used for the cover shows relabeled bezel keys and a much cleaner display. I have no idea if the feds have blessed the changes as yet but it appears to be a genuine improvement. Aspen Avionics is given credit on both front and back of brochure which begs the question have they become a full partner in this box?

Nose wheel shimmy is not normally a problem. You need to have a Mooney expert look at it and diagnose. I would do that right away lest you damage your airplane on the next takeoff. When you get a real bad shimmy you cannot control the airplane and you will likely end up in a ditch or worse. The overboost problem also needs immediate attention. It may need to have the density altitude controller adjusted and more carefully safety wired or it may need an overhaul.

I remember many years ago one fellow with a particularly rank Mooney was awarded a 50 lb bag of dog food. He kinda took it in stride.

rbridges, I just took a PS 7000M-S out of my Bravo for an updated audio panel. The 7000 has two music inputs so each of you can listen to your own tunes. The factory originally installed with only one input wired up but it hard to add a second input. Look down at avionics for sale to view my ad. This audio panel would work well for you. Walt Bell

I just removed a 7000M-S option6 audio panel from my TLS. Has marker beacon but needs external lights. 6 intercom, 2 music inputs and much more. The reason for removal was to make room for a PS 450. The audio panel was manufactured in 1999 and has been used for 1500hrs in my TLS. It comes with tray and connectors. An excellent piece of equipment. Asking $900.00. Photos can be sent on request. Walt Bell

chopperboy, Do you realize that you have TWO controllers on the turbo system. I would look at both first if they work correctly then check the hoses that are connected to them. The TLS has 333 hoses and making a connection mistake is certainly a possibility. Also when the hoses are made sometimes a flap gets cut on the inside of the hose. A flap could cause intermittent problems. Good Luck!

I recollect that Continental stopped supporting that engine a few years ago.

Let's see 5001 Hrs. divided by 48 years of flying = 104/yr.

I have found on several occasions that the receiver on the airport is set low so the lights will not come on when another nearby airport with the same freq for lights is activated by a pilot. If the lights do not come on try flying right over the runway and clicking on the appropriate freq. I dislike this when doing an instrument approach but the airport is just trying to keep its utility bills down. Sometimes it makes sense to call and let them know you will be using the airport and they will set the receiver a little higher.