FoxMike

Static wicks are a good idea if you do not already have them.

I have a PS 7000 and often have a problem with squelch. I find it is caused by the overhead vents blowing air across the mic. Muffs help but repositioning the vent slightly solves the problem. Open doors while taxiing is almost guaranteed to set the problem off. The best fix would be install an air conditioning system and/or pressurize the airframe.

It looks to me like the white bar is a reference point for best power during takeoff and perhaps high power climb. In high DA takeoff you need to lean before takeoff to get best power and and shortest takeoff run. I am guessing it would be easier to reference that bar rather than watching the each EGT bar without a reference. The red bar is probably giving a reference for max temp to prevent detonation or exhaust cracking for NA airplanes. For the turbo models the redline also indicates a temp limit for the turbine blades.

Mark, I would appreciate a copy of your cheat sheet. My email is bellw@me.com. Thanks in advance. Walt

Mark, I have a PS 7000MS in a 1999 Mooney. Is the 450 the same size? I have heard that you have changed the connectors over the years so I guess I would need to do some rewiring. I fly some IFR in busy airspace and sometimes need to listen to two channels at once. I used to be able to keep things sorted out but I was wondering if the intellaudio really works and if you can better explain the design objective I would appreciate it. Have only a Mac so I cannot listen to the demo. Thanks.

I understand the units that came off the production line that were found to need inspection but the earlier ones must have been repairs that were done at the factory.

Don, You mentioned you had a 430. It needs to be a 430W to use as a position source. I think it costs 3K to upgrade if you do not have it. If it is not a "W" keep what you have and go for the Freeflight UAT. You can always add an ES transponder later. Someone suggested that the FAA may set the compliance date back. They might but I do not think so. The motivation to implement NexGen has been to get the the cost of ATC down significantly. The salary and pension costs are horrendous thus the FAA feels the best way to lower costs is to gain productivity by using computers. The FAA has put a lot of development money into NexGen and needs to keep moving the ball foreword. ADS-B is just one element and lots of productivity can be gained when the next phase starts in 2020. I do not think we are finished buying equipment if we want to use the IFR system. The feds will let you know about it after 2020.

Don, I am thinking about equipment replacement just as you are. Went to OSH earlier this week to look over all the new stuff. I have an M model so I am in a similar quandary to the one you are in. I hardly use class A airspace but hate to foreclose my use of that airspace after 2020. I have a KLN 94 GPS which is OK, and an IPAD running Foreflight. The cost to upgrade the GPS looks to be between 12K (new King) and 18K (Garmin). Then I have to add a transponder 3 to 5K. Those significant costs do not include the install. As many have found out, the install cost can get out of hand with various problems that arise. Right now you can get a Freeflight system that can be configured in several ways. It can be UAT in and out (with WAAS Gps and Wi-fi) or less if you want to just add enough to get legal. It can also output position data to a 1090ES transponder. Complete system 4K. Both Garmin and King have similar systems with somewhat higher prices. I think more UAT systems will be on the market shortly. One big question is reliability and customer service. I have no answers to those questions. If you choose Garmin you will be like an Apple user, stuck with only Garmin stuff as connectivity with other equipment is going to be difficult. King may go this route in the future if they can get their act together. I think Aspen is about to get into the UAT market by offering a rebranded Freeflight System which connects to the Aspen glass. It looks to me as though the panel mounted WAAS Gps has only the advantage of LPV approaches at the cost of learning a fairly complex system and paying a significant cost. Perhaps some watchful waiting is the best thing to do at this point. I think after the OSH experience that I will stand back and let things shake out for a while.

I would not get overly excited about the stall strip glue. Mine are still attached and have been green glued since 1999. Do not let anyone help you push the airplane by pushing on the stall strips. When shopping for a plane a close visual inspection of the strips will show if they are fully or partially attached.

Just got back from OSH. Attended the King dinner on Tuesday night. It was a great cookout except for the rainstorm. Maybe Garmin arranged for the storm. Looked over the 770 the next day and was not favorably impressed. I asked three different sales reps to demo the box and none were able to do it. Their excuse was that the box was certified only a few days ago. I hope they get some instruction and practice so they can better demo the box before the show is over. Price quoted was $12,000 plus install. I asked about cost and availability of databases and got a blank stare. King clearly was not prepared to present the 770 on Tuesday or Wednesday hopefully they will get their act together shortly.

Greg I have lived in Co. for 40 years or so. Most of the time I have owned a turboed airplane. When I have occasion to fly a NA airplane it only takes a little while to want to get back to a turbo. If you are used to operating a turbo it will not take long to miss it. I am in an out of ANK a half a dozen times a year. You could certainly could operate a 201 from there safely but you will probably need to change some of your flying habits. I think that owning a 231 would be a better choice but I well understand the desire for lower operating cost. I would venture a guess that your operating cost would drop considerably if you decided to operate unpressurized turbo of any stripe. Pressurized pistons airplanes were a challenge to properly design (nobody got it right) thus the excessive cost. I own a Bravo and am happy with the performance. Good Luck.

Dan, Many years ago I owned a 1964 E model. I wanted to add an autopilot and found the only one eligible was a Brittian B2D. The reason is the ailerons which were used until 1965. The ARC you have were designed to work with those ailerons. If you give up on the ARC which might be the best thing to do and if you want another autopilot, you will probably have to change the ailerons. I put the B2D in my airplane along with a lot of "201 mods". The result was an airplane that went fast but the increased flow over the old style ailerons required more force to move them than the servos could muster. I elected to replace the ailerons with the later style ones to get reasonable performance out of the autopilot. I tell this story because I know very few autopilot people remember that Mooney built two two types of ailerons. It might be you could find a B2D and install it. This would work OK unless you have a modified airframe. Good luck in finding a reasonable solution.

Could be the clutch is starting to slip. You might spend a little time determining where you can get a replacement for it. I have not removed one but my wingman has and he did not think it was all that easy. You might round up someone who has done the job before since time is of the essence.

I am planning on replacing my bottle in the future with a new composite bottle. I have a 115 cu ft bottle and I like having one that size. A steel one that size would weigh a ton. A portable bottle is easier to fill but a pain to manage in the cockpit. I do use a fair amount of O2 but the big bottle does not need filled very often.

I have been operating at high density altitude airports for 40 years or so. After you do your check list at the end of the runway, increase RPM to about 2000 and find peak. Start down the runway making sure you have peak mixture. If you are below peak (LOP) you will have a lot less power and if a little rich you will have a little less power than being at peak. Make sure you start on the centerline and stay on it. The extra workload of keeping the mixture on the sweet spot has caused more than a few pilots a trip into the weeds. Use the same IAS as usual for rotation. If you are not getting enough power when you climb out of ground effect you will come back to earth so don't get into a rush to retract the gear. Getting the most performance from the engine is an art form that comes from repeated tries. You won't get it exactly right the first time. Also remember the wing does work as well in high density altitude so make sure you maintain at least best rate airspeed until you get the airplane cleaned up. High DA takeoffs are not hard but require attention to detail. Over the years I have seen lots of them screwed up and the result is sometimes fatal. I have never been to Wells but it might make sense to circle over the airport until you are sure you can clear the terrain enroute.

Could be up to date radios, TKS, fresh paint, no damage vs. .......... . Choose carefully.

1999 I have them in my Bravo and love them.

Were you tracking a VOR? My KFC 150 will S turn close to the VOR. Signals from VOR have differing qualities some are harder to track than others.

Phred, I have owed a Bravo for 10 years and find it fits my needs fairly well. I live in the Rockies and fly over them frequently so a turbo makes sense. The big things I like about the Bravo are the wet head (if you fly high it really cools the exhaust valve. Also like the larger cabin and the ability to stick my golf clubs in the baggage compartment along with lots of suitcases. On long legs 4.5 to 5 hours I appreciate the extra room. I like to travel so lots of trips are at least 1000NM. Although I do not use the TKS much, icing is not much of a problem. The Bravo is not as fast as a Rocket but I think the Bravo has a better engine (although not bullet proof nor fuel efficient). I have owned two E models and sometimes wish I had one of them back as they are a better handling airplane than the newer ones. I flew a K model to Guatemala many years ago and found the longer legs were tiring (due to smaller cabin). The biggest problem is the useful load. You need 100 gals of gas to go anywhere and that really cuts into useful. The Bravo averages 10NM/gal which is not very good and the Rockets do better if you keep the power reasonable. So it really depends on how you want to use your airplane. If you look at Bravos or Rockets have a competent mechanic do a through pre buy. You are going to be looking at the older ones with more time on them. Good Luck!

You could plan on a room at the Inn of the Hills or the YO Ranch. Kerrville has many other motels so you have many choices. Google Kerrville Motels to check out the selection.

PTK, Colorado is a long way from NJ but if you want to get a good inspection try Crossfire Magneto Service (970) 672 6505. Located in Loveland, CO at FNL.

I owned two E models early in my flying career. I now fly a TLS. I like the extra room, the cabin insulation and the late model radios. You can update radio gear, of course, in the vintage airplanes but KFC autopilots are really nice. Down side is money outlay, higher operating cost, etc. I like the bigger airplane that really is more weather capable (TKS). If you travel reasonable distances and want a little more comfort moving to a newer model would probably be a good idea. The new ones go a little faster but not as much as you might think.

Hard to guess what you will be doing with your airplane. I have been operating turboed airplanes for 40 years or so. I live in Denver and travel all over the US. Sometimes I need the turbo sometimes it just along for the ride. In heavy weather it usually is more than useful. IFR in the Rockies it is hard to do without. After you learn how to use it properly the cost is marginally more but worth it. Some pilots never learn so they continually repair the turbo system. If you like to push your equipment hard turbos are not for you.

I would suggest that you talk to a radio shop about your traffic options. The G1000 can be updated through Mooney and probably a Garmin traffic system can be added but at no small cost. As far as I know Mooney controls all changes to their G1000 that is installed in your airplane.

Best thing to do is get an eye exam which should result is a fresh prescription. If you need bifocals get glasses that have the line cut into them not progressives. Progressives did not work for me when flying instruments as I needed to keep moving my head to keep focus sharp on the instrument I was reading. In short order my neck muscles got tired. YMMV. Good luck.