FoxMike

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.

Mostly cross country because I like to travel. Have logged about 4850 total of which 4000 is cross country. Last big trip was from Denver to Dayton to Martha's Vineyard to Bar Harbor to Maniac Island and back to Denver. A couple of years ago a group of us flew around the Caribbean Basin. Stopped in Bahamas, DR, San Marten, Guadeloupe, Granada, Curacao, Panama, Guatemala and Mexico. Lots of fun and lots of water.

Yves, When I bought my TLS back in 2003 I added a 2nd GS. I bought a nav splitter that allowed for two GSs to be connected. I was wondering if the signal would be adequate to split it so many ways. It does seem to work ok. I owned a T210 before the Mooney and the second GS antenna was located in the top of the windshield out of the way. I think this is a better solution but I do not know where you would find such an antenna today. Ask your shop for suggestions.

Just a detail omitted from the excellent list that 231flyer posted is that EAPIS must be filed on the way out of the country and again before reentry. The rules are available in many places on the internet. Another piece of information that might be useful for the trip to Las Vegas is that some Mexican cities celebrate Carnival (Marti Gras) big time. I have looked for rooms in Villa Hermosa and Vera Cruz during the week long celebration and found all the motels full. Also Mexico has rules for departing private flights which you should observe. All this administrative stuff might look like a giant wall but work on it a little at a time and things will work out fine. Have a great time.

Aaron, A few things you need to know before you go. Mexico wants you to clear customs (enter the country) in Cozumel. Cancun is a busy place and they really do not want small airplanes there. They have set the fees accordingly. Playa Del Carmen used to have an airport. I have not heard anything about it since the last big hurricane several years ago. Foreflight is not showing any information about it so it may not exist anymore. You may have to plan to ride the ferry from Cozumel to Playa. The crossing from New Orleans can be done VFR or IFR but you will be out of communication in the middle. I have not flown that particular route but I imagine you will be able to talk helicopter traffic servicing the oil platforms in the gulf. If center needs to get a hold of you they will relay through an airliner. While an HF could be handy finding one and installing it would be a real hassle. Flying high would be a good idea depending on winds but not too high as you may catch a case of hypoxia. You are not required to have a raft but I would not be foolhardy enough to try that leg without one. You are required to have life jackets and it would be a good idea to have a PLB. To enter Mexico you have to give prior notice. Being on a ICAO flight plan (VFR or IFR) is all the notice you need. You should become familiar with the ICAO format before you leave home. You probably need some IFR charts (Jeppesen). You also need passports and proof of aircraft insurance. Your US policy may suffice if the territorial limits of the policy include Mexico. You will need to set up an eapis account before you leave and become familiar with those rules. Don't be casual in your planning for the trip. Flying over the water is fairly easy if you have adequately planned for the trip.

Just wondering if this is the same prop that was STCed awhile back for the TLS?

The problem with tire selection on the Bravos is clearance in the wheel well. The linkage for the inner gear door can cause interference with the tire during retraction. I used Michelins for two replacements and switched to Flight Customs. Flight Customs are slightly larger and need to be checked carefully during retraction tests (on jacks). I have used Flight Customs for many years on my Bravo and other airplanes. I think they are superior to Michelins but that is an unsupported opinion. No matter what tire you decide to use carefully check for interference problems before you take the plane off the jacks.

Oscar, Nice film brings back memories! The last time I was in Iztapa we flew over from Rio Dulce at daybreak had breakfast, attended the Aero Club Annual Meeting and participated in a spot landing contest. Looks like Iztapa is still in good shape.

Let me suggest that your use a volt meter to check left warning system and then adjust the right side so that both lights come on about the same voltage( 24.4V I think). When you get that done turn off the left alternator and insure that the right alternator will provide enough output for a moderate load. I had trouble a while back and found brushes worn out on right side. Chafed wires possible but not likely.

The pot that drives the light probably needs adjusted.

I used XM radio for several years for inflight entertainment. It was Ok but I decided to put more music on itunes and pipe that into the audio panel. The mute feature drove me nuts. I set the music volume at a background level so I could hear ATC and the intercom chatter of the passengers.

Have a set of ailerons for the older Mooney's (1964 and older). In good shape (no dings or corrosion) $650 + shipping for both. I removed them and replaced with beveled trailing edge ailerons for autopilot upgrade. Walt Bell Denver 303 886 4575 or bellw@me.com

Russ, I think the answer to your question is obvious. The only fix I see as 2020 approaches is to equip with a stand alone UAT system. This solution might work but if it does not what is plan B? I suppose the current owners of STEC/G1000 Ovations would be flexible on price so maybe you could buy one cheap enough to take the risk. When it comes your turn to sell you may find it difficult to move the airplane. Several stand alone systems will be out this summer. Looks like $5K or so plus installation. The disadvantage is a premium PFD/nav system without WAAS. I would have to think carefully about that.

Russ, I do not know this for sure but I have heard the GPS in the G1000 can be upgraded if you fork over the right amount of cash to Garmin. Check with a radio shop. The rub is connecting an autopilot to the upgraded system. I think the STEC autopilot was not certified (flight tested) to work with the upgraded WAAS system. This could be a very expensive problem to solve. I would suggest that you consult with an autopilot shop before you spend any money on upgrading. Good Luck!

aerobert, Make sure that it is the trim switch that has failed. My KFC150 quit working and we traced the problem to the autopilot disconnect button. If the button closes and does not completely release your electric trim will not work. Since King parts are expensive best to make sure before you buy what you do not need.