FoxMike

Mark, If you have a KEA130 you have an altimeter that is known for its problems. If you have a KEA 130A you have a much improved altimeter. I would suggest if you have the former look for the latter. The KEA 130A in my 1999 Bravo. Has not had any problems and passes the semi annual checks without problems.. It is tested too 25K.

Walt Bell, I soloed in 1966 at Ohio State University. Since then I have accumulated 5600hrs (not much more 100/yr).. When I got back from Vietnam, I used the VA bill to add a commercial, ME and instrument to my ticket. I moved to Denver soon after I separated from the Army because I liked to ski.. I owned several E models during the 70"s and after a 15 year ownership of a T210 I bought a TLS in 2003. I have put 2000hrs on the Bravo so far. My interest in aviation is travel. The Bravo has taken me down to the Caribbean Islands on several occasions once to Cuba and all the way around the Caribbean Basin on another. I have travelled to all the countries in Central America in either the T210 or the Bravo. I have been a enthusiastic MAPA member in the past and always enjoyed the annual conventions particularly when Roy Lopresti was leading Mooney. The Bravo has shown well at the conventions. In 2009 it won the best in M Models and also won the Employees Choice award. In 2014 it won the Employees Choice award again. Well, the temperature in Denver just hit 55 so I think I will head for the golf course.

I have flown in that Caribbean lots of times. I would not stop in at MBPV for gas. Is reported often on Airnav and Foreflight as excessively expensive. Fuel stop in MYES or MYLS is still expensive but lots less than the Turks. You might also consider the DR. Usually slow service from ATC for flight plan filing. Best to plan to arrive at destination well before dark.

Over on the BT site I read report by a pilot who had an Aspen go dark.

Try an airplane bone yard. Lowen owns one.

Several years ago I was faced with the same problem. An old guy like me has a hard time reading the small display of an Aspen. The Aspen Max might work better. My KI 256 had 1800hrs on it so I went it to Bramble for Overhaul. I also sent the HSI gyro overhauled. My thinking was maybe something acceptable will come along. KI 300 not yet approved for my model and I have issues with that box but I may go for it if the price would come down and if it develops a good reputation. Right now I am comfortable with the equipment I have. It cost a lot to overhaul the current equipment but it should last a good many years. I would not consider buying a used KI 256. The ones removed for update are normally worn out so you would have to overhaul the one you just bought. Marriage is also a problem with buying a used KI 256. You have to have an avionics shop marry the AI to the computer. Weddings are not cheap. After an overhau of your KI 256l you will have to incur the same cost.

MB65E, My software as far as I know is current. Sandia will not say but it has been surmised that the problem could be board components or insufficient calibration of the accelerometers. I have no idea but the units I have had that work seem to take more time after startup to self test. Sandia needs to get to the root of the problem fix it and make an announcement about it. King needs to push for such a solution or their sales will languish.

I have had a Sandia Quattro as a backup in my plane for several years. Actually I have had 5 so far. Some units have been good some failed right out of the box. I upgraded to the 340 which is a KI 300 without the flight director. Right after I installed it I headed to PHX for some golf. The first bump I hit down in the San Luis Valley caused the artificial horizon to fail. It slowly reerected but after a few more bumps it upset again. I was disappointed but not killed because I still have the KI 256 as primary and I was VFR. Going home I stopped by ABQ and Dennis brought a loaner out to the airport. I got another one a month or so later which has worked for 8 or 9 months. The point of failure is turbulence and if you are using this as a primary instrument you had better be good at partial panel. I was flying today and the 340 spent a lot of time indicating a 3 degree roll when wings were level. If it were driving the autopilot I wonder what the AP would do. You can adjust the roll which I have done when the airplane was on jacks and level. Bendix King had better get this problem cleaned up before the lawsuits start flying.

Davidv I read your message you wrote to me and have been searching for several write-ups that I have done. If you search for the topic MT propellers you might be able to find them. So far i like the propeller. I should mention that I spent more for nickel steel leading edges instead of stainless. Seems like a good decision so far. I have flown it a little over 200 hours including a trip to Alaska this past summer. The original McCauley was OK but I have gotten old enough that the noise and vibration were causing me to shorten legs to 3 hours or less. The MT is quiet and smooth enough I can again do a couple of 4 hour legs/day. Rate of climb is better for a while when you are down at 80-85Kts bt the oil temps get high quick at those speeds so you cannot sustain that more than a few minutes. Cruise is the same. Lower cowl install is different and towing can be a problem at FBOs not familiar with prop blades every 90 degrees. So far the leading edges of the blades show no wear. Paint has not not shed as the earlier blades did. You probably be happy although it is a lot of money. Good luck

The Bravo is STCed for an MT prop. I put one on my Bravo and love it. Much less vibration and racket.

Don, The main runway at KFLY is 6000'x60'. I would not use any other runway at KFLY in a Mooney. Taxiways are narrow. If you have have a strong crosswind and patchy ice you will have a challenging landing. When taxiing if you make a wrong turn you may have to shut down and push the airplane to get turned around (this happens). Mooney needs a 41" radius for a right turn and 46' for a left. Biggest problem is moving if snow banks get too high. Narrow taxiways is where the problem is greatest. I base at the Colorado Spaceport (FTG) and will need a few days of lead time to see if I can find a hangar. You can email me or call. I will PM you my cell. I also do text.

I would land north of Castle Rock as I-25 is under construction and can cause significant traffic jams. The only way to know the costs of using APA is to call the FBOs and get an estimate. Self serve fuel is around $4.50 at TAC AIR. Hangar costs will likely be frightful at any of the FBOs. You may also find ramp fees charged. If you want to put up with the traffic you could go to KFLY. Gas at the self serve is $4.60 and I think you could find a hangar at reasonable cost. KFLY just reopened after a repaving and the runway is nice and smooth. I was down there a couple of weeks ago and was pleased with the work. Mooney's work OK there but it is a little tight. Taxiway narrow and ramp around self serve is adequate but if if there is a crowd waiting for gas, it could cause you to block the taxiway. If you do not need the airplane while you are visiting you might consider KFTG. Longer drive but more reasonable hangar costs. They have rent cars on site. Any of these airports can feature big winds and FTG does have perpendicular runways. A snowstorm can cause problems at any of the airports but I think APA handles the snow the best. If the FBO at FTG is charging too much for a hangar I might be able to find you some space from a private owner.

Here is a picture of the vacuum pump and electric clutch assembly which I removed from my Bravo several years ago.

I removed the vacuum pump and clutch from my Bravo. It was working when I removed it. I replaced it with the the standby pump that resides in the tailcone. I did this back when Parker was going nuts over a lawsuit it lost. You can have the drive and vacuum pump. I think I had about 600hrs total on the plane. The system should go many years.

I hope the KI 300 works well for you. I have had a Quattro for 4 years which I bought from Mark. I use it as a backup to the KI 256. I have had lots of problems with flight into turbulence. I have had five of these as one would fail and Sandia would send me another unit. Sandia offered me a software update which is equivalent to a KI 300 without the flight director. I had them do the update and after installation headed to Phoenix for some golf. The mountains were providing the usual rough ride. The first bump I hit crossing Moska Pass caused the artificial horizon to upset. It showed a 45d roll and stayed that way for 10 or 15 minutes. Finally found it sense and I got wings level on the indicator. It may have have erected faster but I was in continuous turbulence till I got well southwest of Alamosa. Lots more to this story but as soon as I got on the ground I called Sandia. On my return trip I stopped in KABQ and Dennis brought a loaner out to the airport. The loaner worked better but in the bumps would indicate a 5 to 10d roll when the wings were level.. I would say it was useable but not great. If the KI 300 is the only AH in your airplane be very careful. It would be a good idea to be proficient on partial panel. As I mentioned I have several Quarttro's and a few could handle bumps and a few not. I hope Dennis has solved the problem but I have heard of at least one Mooney owner who installed one and it failed in the bumps.

If you want less noise get an MT prop. The McCauley on my Bravo made such a racket that I needed to get out of it every 3 hours. I put an MT on and threw the Bose headsets in the back seat and use Halos. I really appreciate the much quieter, smoother ride.

You might keep in mind that Lycoming took back cylinder work which was previously subcontracted out. They set up shop in Williamsport about a year ago. Since that time production has been spotty. I ordered new cylinders for my Bravo early in August and have not gotten them yet. The distributor that I ordered from says they have about 500 cylinders back ordered. No one seems to know what the problem is but several overhaul shops I talked to are having problems getting parts from Lycoming. I would suggest waiting until the logjam is broken and parts are flowing before ordering.

Just to keep the record straight the Acclaim was repaired by Rocky Mountain Straight Flight and returned to service. Since the ad did not disclose the damage hard to tell if engine had a teardown inspection and what was replaced. Plane maybe in great shape but full disclosure is always the best policy.

The ad says no damage. Would this be the airplane? Paint looks similar

Have a friend who still drives his T-210 around. He started flying in War II. Drove a P-38 for Uncle Sam in the Pacific. Has been flying for 77 years. Holds a 3rd Class Medical. Hope I can rival his longevity. He claims that flying is the biggest reason he maintains his good health. He is 95 years young.

Here is a picture of a Power Tow II which will handle the job.

Cliff, Miracle Truss is still around. www.miracletruss.com On their website they have a section on hangars.

I do not know if Miracle Truss is still in business. Have a couple of them at FTG. They used to advertise very easy construction. You need to figure out the door before hand so they get you the right materials for the door. They can stress the structure for a bi fold. You may want a slider if you do not have reliable power.

I know a couple of P-O-P that were at E. Colfax airport and were moved to Platte Valley ( Denver area airports) when E. Colfax was closed. I talked to one of the owners who moved his P-O-P and he said it really was not worth it. Damage in transit and trouble with building inspector in Weld County more than doubled his investment. The P-O-P were supposed to be personal property ( not subject to build codes) but Weld County did not agree so he had to meet county building codes. Also a friend who owns a door company owned several P-O-P at KAPA. He has made of lot of side income fixing doors of P-O-P located at APA. Having a hangar is always a good deal but you may end up with a big hassle doing it this way.

I am still thrilled with the MT. Take off thrust is better and climb is better down at 85KTS. Climb advantage goes away as airspeed increases. During over standard conditions I normally climb around 110KTS to keep oil temps down. Cruise speed is no greater but much smoother and quieter. Disadvantages are: ground handling more difficult when being towed. Some FBOs have large universal tow bars that are wide and can hit the trailing edge of the prop blade. So far putting the fear of God into the lineman had been effective. I also warn of bending the nose wheel truss. I also ask when taxing in if I can park somewhere where I will not be towed. The other disadvantage is that it takes a little longer to clean the bugs of the airplane, owning to the extra blade.