FoxMike

Byron, Certainly a doable trip. I have not flown that route but have crossed the Gulf several times and last year did a lap around the Gulf and Caribbean (Florida/Dominican Republic/San Martin/ Grenada/Curacao/Panama/Guatemala). You need to check into the cost of landing and parking in Cancun. The last I heard the costs were horrendous. Trip will take some planning and some overwater equipment.

I have about 1300hrs on my TLS and have not seen any problems. The angle the hoses are installed cause a tight fit against the cylinders. You might check the fittings in the cylinder to see if they are correctly positioned. We are talking about the oil supply lines for the wet head.

Ben, I am not sure what you are working on and am not a noise expert. I have never been asked by anyone about noise compliance issues but if I were I would point to my POH which discusses the TLS's noise levels. If you are filling out paper in Europe, call MT as they certified a prop for the TLS. I am sure they could answer your questions accurately.

RobertE, Your autopilot tugs on the ailerons when you command a turn. The ailerons are interconnected to he rudder through a spring. During a turn you get a small amount of rudder force (ball is usually less than half out of doghouse). If you try to command the autopilot to turn on the ground the nose wheel will prevent the rudder from moving.

Bob, You may have noticed a crack at #2 but you need to take a close look at the cross over slip joint and the odd numbered cylinders. If the cross over slip joint seizes it can break welds on both sides of the engine. I used to be a fan of Lycoming but between the poorly designed exhaust and crankshafts I have put them in the same category with Continental. I use Heliarc in Denver for exhaust repairs. Walt

Andrew, I think you can order a parts catalog from the factory. I would suggest you give them a call. Walt

Joe, My TLS had a similiar problem. I thought the problem was related to the TKS panels causing a burble at high angles of attack but over the last 1000 hrs I have begun to think the switch maybe the problem. I really do not want to replace the switch but I did reposition the switch and things got a little better. I agree the stall warning horn goes off at way to high an airspeed. Maybe Mooney had their lawyer install the stall warning system Walt

I have owned two E models and now a Bravo. I have flown lots in J and K models. Just after the turn of the century I sold my T-210 and was looking to move back to a Mooney. I was shopping for a Rocket but got a demo ride in a Bravo. I appreciated the extra space of the Bravo so I decided I would give up the greater performance of the Rocket and buy a Bravo. I do long trips so I do like the bigger cabin and the baggage space. The newer airplanes do not handle as well as the older ones but most of my flying is straight and level. I do not like having to hold the nose up more than 4.5 degrees to keep to the nose wheel off the runway in stout crosswinds but that is a necessary compromise. The Bravo with Stormscope and TKS is pretty much an all weather airplane which I like. If you travel go for the bigger model. If you mostly fly locally buy a smaller model, they are more fun to fly.

I would suggest that you find the probe you think needs replaced, remove it and use the part number on it to order a replacement. I think you wil find two TIT probes at the end of the exhaust system. The factory uses a screw type probe located in the exhaust transition next to the turbo inlet. I would guess the EDM is located upstream of the factory probe.

gmcd, That step is from a later model Mooney. Probably costs a couple of knots. It could be removed but loading baggage and passengers a little easier with it in place. The step on my TLS is still in place because loading baggage is a bigger deal with a large baggage area. If you look at the Photo Gallery right now a picture of a step like what was on your is posted within the first 12 pics. Walt

gmcd, Best thing to do is to tke a picture of your step and post it. If it is the original step it is costing at least 5mph maybe more. If it was replaced with a later style the cost will be less. It is probably worth the time to take a picture or compare it to another 64 with a step. The 65 models began the vacuum operated step. It was also the year the Brittain wing leveler was started. The crank up step and the vacuum step look the same.

I have owned several 64 E's. The step cranks up. Crank is located next to your left knee. If you have a laser extended baggage area the retractable step has to go. I took mine off when I extended the baggage area. I still have most of the parts if you want to repair the retactable step. Walt

I have not been following this thread much but I have a recollection that Bob Kromer suggested that the angle of that elevator tab (7d) is critical for autopilot coupled approaches. I found that tab on my elevator to be set to 3d on one side and 6d on the other. That turned out to cause quite a handling problem. I would suggest that you not mess with that tab. It needs to be correctly set even though it may cause a little drag. If a little hangar rash has caused it to be bent in places, best to get it straighten and properly set.

You probably already thought of this but you can move up to Bose X for not too much money. I had Series II and bought a newer Mooney that came with X's. Noise reduction about the same but much lighter. I am happy with the X's. Walt

If you look at Bravo Forum, messages about avionics have been attached to the High Oil Temp Discussion. The messages have been attached to the original authors whose messages have disappeared.

Chuck, When I see my oil the oil temp get above 210dF I do something about it. If climbing increase speed (120K or so) and make sure cowl flaps are open. If in cruise trail cowl flaps and reduce power a little. When I get home I check cowl flaps for proper rigging, evaluate baffling material to be sure it is sealing properly. Might even check to be sure temp guage is giving correct indication. Vernatherm may not be forcing all the oil thru cooler. Temp of 240dF is way to hot. Walt

Devon, I have owned a Bravo for 8 years. It came from the factory with TKS. I fly around the Rockies and seldom need the TKS but when I do the system is really worth its weight in gold. My last two airplanes were deiced (boots) and they worked OK but the TKS works better. Either system need continual inspection and attention to small maintenance items so you need to budget a 1/2K or so a year. However, when you get into a serious icing situation you need to be confident that the system will work right. Having a turbo in my neck of the woods is helpful most of the time but in icing conditions at 17K it is a necessity. I have found turbos to be a great aid to all weather flying. If you use you airplane for serious weather flying I would get one with a turbo. I do not have any idea what your level of experience is but I know it takes a well experienced (seasoned) pilot to operate a FIKI ariplane safely. Good luck in your search.

Ben, You maybe a candidate for an overhaul/rebuild from Lycoming. I just ddi my TIO 540 AF1B. I did not opt to pay the considerable difference for the Lycoming overhaul but it might be the best way for you to go. It takes about 60K from Air Power with new hoses and accessories. You could then sell you spare core to someone else. Make sure the engine you trade in is not listed in SB 569B (Crankshaft retirement). You will have less down time because you do not have to take the old engine out till you get the overhaul. Make sure you have the room and shop space to do this job right. Do not try to do this outside. If you decide to overhaul one of your engines it would be best to overhaul the crankcase, cam and lifters and magflux all the gears. If you are not sure what I am talking about you need to talk to an A&P who has some experience. Having said all this I would not tear down an engine because of an oil analysis. If you have used reasonable power settings and good engine management techniques the engine should go 2000hrs. Make sure you have the whole exhaust system overhauled by a good shop. The exhaust system is the worst system I have seen in 40+ years of operating turbo engines. Good Luck. Walt

I have not had the problem but suggest you take the top cowl of and turn on the TKS pump. The TKS line coming foreward from the firewall may be leaking. Of course do NOT start the engine.

Chis, Thank you very much for the information. Years back I had a problem with the card having worn out sockets and connection was intermittent. I thought I was having the same problem but King said no. This troubleshoot is going to have to take second place for a while. I just overhauled the engine to cover a screwup by Lycoming. They produced a bunch of crankshafts that wanted to get out of service. I found a small oil leak today that I need to attend to pronto. I sure would like to catch the guy at Lycoming that caused this problem. I will take your advice to heart as soon as I get this oil leak fixed. When it rains it pours. Walt

I appreciate the information from both of you. The serial device for sale on ebay will not help much. At present I do use a SDDR-31 but have had trouble getting the database to load onto the card through the SDDR-31. Talked to King several months ago they wanted me to contact the seller of the Imagemate even though after I bought it I sent it to King for the firmware (circa 2004). My Database loader is version 1.5 and I use a Samsung Q1 for downloads. I have a plug installed in the airplane which is marked Data Loader (installed at Mooney factory). I guess I am looking for the cable that fits that plug and is usb on the other end. I looked at a pinout for the 94 and think the plug is soldered to pin 3 (941). The pinout calls it Data Loader RS 232 IN. I wonder if this jogs any memories. The plug is installed along side the copilot left knee. It is just arond the corner from the flap switch. Any advice to help me get a simpler (cleaner) update process would be appreciate. Walt

I have KLN 94 in my Bravo. The plane came from the factory with an 89b. I want to start downloading database updates from a tablet to the 94. I have been using an card reader. I think the Bravo is wired to allow updating what I need to know is what jack is required to plug into the airplane. Also does anyone have the correct cable to use. Thanks in advance Walt

Jim, I have owned my TLS since 2003. Since it was almost new I spent alot of time fixing stuff that should have been fixed under warranty but the 1st owner had no clue. After that the maintenance requirement dropped off significantly. Be sure that the aircraft is NOT subject SB 569A. The TLS is slightly larger than the 231/252 but is a bit more awarkard on landing. I have owned two E models and traveled a lot in 231's. I have known ice and find that the airplane flies lots of weather without concern. I also owned a T-210. The T210 was better in many ways but had lots of maintenance issues. I have been down to Latin America several times in the TLS with 3 on board. Be sure your mission fits into the TLS and you are happy with the handling before you buy. Changing airplanes is expensive. BTW I use 70% power in cruise never more and am currently insntalling a new crank as a result of SB 569. Top end of cylinders were in good shape. Good luck. Walt

74657, Weather in June is usually good VFR except for afternoon thunderstorms. They are high based (usually) and visibility normally good so you can work you way around them. I would leave the plane in Denver or Colorado Springs and drive even though in the mountains the traffic can be terrible. Putting the airplane under a sun shade or hanger is a good idea. June thunderstorms sometimes produce hail that will pummel your Mooney. Flying over the Rocks could save time but without some mountain experience probably not a good idea. I have based at FTG for a decade and BJC for 25 yrs. Any of the Metro airports will work. Good Luck!

Paul, I would second all the points made by Paul Kortopates. Weather information is sketchy in Mexico. You could easily find it necessary to land at an airport in Mexico. If you do not have a flight plan the tower may call out the military. A friend of mine was returning from Roatan and decided he needed fuel and stopped in VillaHersoma. The military surrounded his plane when he taxied to the ramp. He had about 10 soldiers aiming M-16s at him. His girlfriend about went nuts. ICAO requests participating countries to allow unplanned stops for fuel, weather deviations and other problems that can be encountered during flight. In many years of flying in Mexico I have never seen them follow those requests. On long legs I file IFR. If I need to stop somewhere short of the destination at least center will let the airport know I am coming. I am trying not to paint too bleak a picture of GA travel in Mexico but it works out best if you stick with a conservative game plan.