FoxMike

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.

SkyPilot, I have flown a lot in Mexico and Latin America. Off hand I do not the mileage from Brownville to Belize but that route takes you over the gulf. Stopping in Mexico can be expensive but runnung out of gas is even more so. Several years ago myself (flying a T210) and a friend in a 231 flew Mc Allen, Tex. to Guatamula City over land, none stop. It was about 6 hrs. The return trip was from Tikal to Brownsville (most of trip over water). You can overfly Mexico without difficulty but fuel reserves need to be considered. If you want to stay over land for the most part head for Vera Cruz, if you are comfortable over water head for Ciudad del Carmen. The cost and hassle of stopping in Mexico is significant but you need a lot of gas to avoid it. Using your GPS at home for some flight planning would be a good idea. Walt

74657, I had Laser modify my E model with the extended baggage area many years ago. It was useful but hard to seal up to keep cold air out. I did not have any radio equipment to relocate but had a retractable crankup step that had to be removed. On balance having the extra space worth the hassle and expense. It never happened but if I lost the keys I had a way to get in through the battery access panel.

Sometimes during a oil filter change oil leaks onto the low point of the firewall. When you are flying the oil gets sucked onto the gear doors. Of course, it could be something else so a little investigation is worthwhile.

Someone else could pin the number down more accurately than I can. The number is around 300 less the ones that have left the country and the ones that have crashed. MT has a 4 blade available but it does not help much with speed. It is lighter 12lbs so the flare on landing might be less effort. Walt

I am one those lucky Bravo owners who gets to replace/retire the crankshaft (AD). Since the entire engine had to come apart I decided to major the engine. The engine has 1150TT. The crankcase, all the steel (gears, rods etc) are in Tulsa right now. I hope in the next couple of weeks to get those back. The exhaust system is just finished and the turbo, wastegate and controllers are in Visala. Monday I will order new hoses (the original ones look OK). I am throwing away lots parts that had would gone another thousand hours. The engine was built by Lycoming in 1999 and fortunately has not accumulated many SB's. This a lot of cost and effort on an engine which is getting ready to celebrate its 12 birthday and doing fine . If it were not for the crankshaft I would have probably retired from flying before I needed to do this. Now I will be a test pilot for a lot of new parts for 100 the next hours or so. If you have a concern about this AD applying to your engine check Lycoming SB 569A. Lycoming recently added more cranks to the list.

Michael, A four blade MT is STCed to the TLS. It was done in Europe but can be installed on US airplanes. The advantages are shorter TO distance, less noise, little better climb. Disadvantages less cruise, more maintenance cost. One of the folks at Mooney told me they tried one on a factory TLS and were not impressed. If you have known ice you would lose that certification unless you wanted to do the testing. The Acclaim would require a complete a do over of testing. What you have now is pretty good and more blades is not going to help much unless you want shorter TO distance. Walt

M20F, Years ago I owned an M20E to which I added a Ray Jay system. My recollection of its performance was not far off the numbers you stated. I added lots of "speed mods" and the performance and engine cooling got better. I then got into the mode of redesigning the intake system and relocating the oil cooler. At the time the FSDO in my area would approve "one time" STCs (a little less work and testing required). The time and expense of all this was outrageous but it really improved the performance of the E model. I found that in spite of all the airframe and engine work the high compression IO 360 engine did not flow enough exhaust to keep the turbo turning at optimium RPM above 20K. I thought that the engine turbo/match was pretty good at lower altitudes and particularily down low when the headwinds were blowing hard. The T210 and TLS that I have owned, both did better above 20K but the turbos produced a lot of exhaust back pressure and poor engine efficiency (at lower altitudes). Its all a matter of compromise. If your F model does not have the 201 mods you might look at investing in some, it does help (both climb and cruise). Walt

74657, Keep the strikefinder it works in Mexico, Bahamas, etc. Maybe you could relocate it to right side of panel? I have used either Strikefinder of Stormscope for many years with good results.

Dave, Sagging engine could produce a problem like you describe. When is the last time the rubber mounts on the engine were replaced? Ten years is a long life for mounts. It could also be that the rudder needs to be rigged to the power setting you use in cruise.

Phil, I have been flying in Colorado for 40 years. Most of the time in one or another Mooney. M20Js will work out here ok. I would advise that the Colorado Pilots Assn. teaches a Mountain Flying Course that would be invaluable. Next years course dates have not been set but watch their website for more information. www.coloradopilots.org Walt

I would suggest Pueblo (KPUB) via west side of Pikes Peak (assuming you have some mountain experience). You could also head to Salida(KANK), they have courtesy cars and a great airport manager. You should have some mountain experience for this trip. No mountain experience try Greeley(KGXY) or Ft. Morgan(KFMM). The weather has been hot, if the temperatures continue plan for high density altitudes.

allsmiles, I just removes my old door seal and replaced it with a new one. I used a product called Goof Off to remove the old stuff. It did a pretty good job of softening the old rubber and adhesive. New seal sure looks nice I will soon see how it works.

Skywarrior, I had the same problem before I repaired the airspeed indicator. My Bravo is TKS equipped. I have wondered if the TKS panel behind the stall warning switch causes the air to burble a little more at medium angles of attack. BTW the airspeed indicator used in the Bravo was given a special part number so that it could only be replaced through the Mooney parts network. Since Mooney has gone bankrupt I doubt that applies anymore. I checked on buying a new one years ago and the price was $1,000. Good luck I know what you are going thru.

Skywarrior, Lots of good advice offered so far. I would add one off the wall possibility. When I bought by Bravo I had 1500 hours or so of Mooney time. I had lots of problems with inconsistent landings in this almost new airplane. I finally took the airspeed indicator to an instrument shop. I asked them to test it to see if the movement of the indicator would stick intermittently. The gauge worked on the bench but I asked them to replace the indicator movement. They did that and since then I have had no problems. In 45 years of flying I have only seen one other airspeed indicator problem. Airspeed indicators are usually reliable but not always.

Dico, I have owned a Bravo for seven years. The last I heard from Lycoming they wanted about $65K for a rebuilt engine. If I remember correctly not all the accessories and exhaust are included. Since the field overhaulers know Lycoming is charging $65K they will quote you a few bucks less to overhaul your engine. I think the engine will make TBO if it is not flown too aggressively. I am starting to notice the impact of AD 2006-20-09 which requires crankshaft retirement. Lots more engines will be affected in the next few years. Premature overhaul is going to be required for many engines. See Lycoming 569A for more information.

Over the years I have owned a couple of E models and have flown J and K models. I currently own a TLS. The cabin of the TLS is more comfortable than the earlier ones but the smaller ones handle better. I guess it depends what you use a plane for and how many people travel with you. The four cylinder engines provide great economy, the bigger engines less. I did a trip to Panama in January with 3 on board, luggage for two weeks, raft etc. The trip could have been done in a smaller airplane but the larger cabin was worth the extra gas it takes to push it thru the air. I also use the airplane to chase down hamburgers. The TLS is a bit more airplane than you need to do that. The TLS is a good weather airplane especially in the mountain west. I would suggest that you buy the airplane that best suits you mission profile.

Chris, Many years ago I was climbing through a cloud deck and the engine quit. Fortunately, I was able to reach warmer air before I hit the ground. I thought the ram air door was closed but it turned out that a mechanic had not properly rigged the control cable during the annual inspection. Air pressure against the door pushed it open a little and the impact tubes on the fuel servo got frozen over. When the impact tubes freeze the fuel stops flowing. Alternate Air does not help, you need warmer air. I would certainly recommend that you keep the ram air door closed when temperatures are near freezing. Walt

drpep, I have been an Anywhere user for many years. At the present time I use a Samsung tablet similar to the tablet you are using. I use an external GPS that sits on the glareshield. I have had no reception problems and would recommend that you try an external antenna for the GPS. Many years ago I had a GPS 90 mounted on the yoke with the antenna attached to the GPS. I had lots of reception problems. To make the screen readable I sometimes use the stick on sun shades to block the worst of the sun. I also made a cardboard hood to shade the screen. I have not found a solution that always works but the aforementioned help. Good luck. Walt