FoxMike

Is the sound a "beep" like a warning or a "squeal" like something electronic gone awry? Does it happen before engine start when the master switch comes on? Do you hear it before the alternator field switches are energized? A few years ago I took off and a few minutes after takeoff I started getting a low fuel audio warning. It repeated intermittently throughout the flight. Fuel was not low but after a talk with Stacey at the factory I determined I was getting the warning from a warning system Mooney had installed in the late M models that was connected to annuncicator panel and set off audio alerts that were recorded in the PS 6000 audio panel. Since the system was not activated I do not know how it was set off but id did once.

Do not want to complicate your planning but consider that you or one of your passengers might not feel well due to lack of oxygen. If that becomes the case you might want to fly lower but not too low, stay well above the peaks. A second consideration is turbulence. I always hand fly in the bumps as the autopilot servos get overworked. Passenger comfort and anxiety is a problem. Unless you can reach cloud tops you are stuck with the bumps (unlikely without Ox). Very unlikely the Mooney will break no matter how bad the ride is but passengers will not believe this. Flying early is best defense against bumps. One other problem is if in clouds at altitude you might encounter some ice. I wouldn't be overly concerned about these hazards but a little thought before you go is worthwhile.

Several years back I was in Lebanon Tenn, for a few days in January. Just before I started the approach into muni airport the controller told me the airport was closed and sent me to Gallatin. I landed there on a slick runway and called Lebanon to check conditions. Turns out a little snow and only the sun to clear the runway ( no equipment). I flew down VFR for a look see and landed. Very small amount of snow and a slightly slick runway. Airport manager had panicked for no reason. A couple of days later we had a real snowstorm maybe 3" or so. Absolute panic ensued schools closed, businesses closed, newscasters warned all to stay home. The few plows that could be found were pressed into service but not at the airport. I had to wait a day for the sun to melt the runway. Tenn. does get not get snow often. If they did they would be better prepared.

Many years ago I put a set on a T-210. I was operating from an uncontrolled field that had student traffic and was close to Class B airspace. I really liked them since I had to follow a lot of 172 traffic and had little room to maneuver to stay behind them. Stall speed was lower and controls were crisp right up to stall. Down side was I lost about 5kts in cruise.

On the subject of wiring. I do not know this for certain but have been told that the wiring should be straight forward. Calibration is done directly on the KI 300 and should not be a big deal.. The KI 256 was a pain to setup. Mounting the 310 may or may not be a project. I have a Sandia 340 it is easy to remove and reinstall. You do have to tap the static and pitot lines which might be a problem in some cases. The concern I have is that my 340 does not always show wings level when the wings are level. It may be off one or two degrees. Hand flying is no problem but the autopilot may start a correction that will be annoying. Also when flying in a lot of turbulence the instrument can react slowly getting back to wings level. Again hand flying is ok but the autopilot may not work as well as you are used to.

I talked to King salesman and some avionics shops at OSH. Apparently the KI 300 and 310 are approved for installation in an aircraft but are not approved to eb hooked up to the autopilot. those approves will be coming along in the future. It is probably to soon to jump on the King Bandwagon.

One other point is that the exhaust system is not very robust and cracks often. The G1000 looks great but I choose steam gauges to get around the WAAS problems.

I had my altitude compensator get out of calibration between the altitudes of 7K to 16K. In my case the flow was lower than standard by 3000'. I took it out and sent it to C&L Aero in Redding. They checked it out and recalibrated it. Since it is hard to tell the calibration is slipping having an oximeter on board and in use is a really good practice. You might consider using an in line flow meter to make sure your system is calibrated properly.

I have owned a 99 Bravo since 2003 when it had 250Hrs. Problems have been Crankshaft AD, many cracks in exhaust system, replace donuts every 5-6 years. Had to tear engine apart to replace crank so I prematurely overhauled alternator, turbo and turbo controllers while the airplane was down. At 1800 hours I had the complete exhaust system overhauled. The plane has about 2200 hours and getting ready to buy new cylinders. No problems yet but I think it is time. The TKS system has been reasonably trouble free. Soon I will have to overhaul the pumps. Attitude Indicator and HSI were overhauled several years ago. No problems with the landing gear. Annuals should be time consuming if the airframe is properly lubricated. I like the airplane but it is nose heavy and it takes some practice to land well. I put an MT prop on it and it is much improved. One of the reasons I bought the long body was the improved comfort. I do lots of days with 5 hour legs and sometimes two 5 hour legs. Previous to the Bravo I owned a T210. It did not have the quality of the Mooney but had less systems so the overall maintenance was a little less. It had boots which were more maintenance intensive.

If you do order one be sure to get the nickel steel leading edge not stainless steel. Lead time for the order is about 4-5 months.

10 lbs. The reduced weight really helps in landing. I can hold the nose off down to stall speed. The LYC engine is really heavy

I have not done any testing not even note taking so take this as just a wag. When I am climbing at 80-85 IAS the climb improvement looks to be about 10%. As I accelerate to cruise climb the differential declines. Unless I need to I do not use best rate for very long as the oil temp gets up to 215df quickly. My airplane lives under Class B so I need to step climb when going VFR. Takeoff performance is better but I would not hazard a guess at how much. The prop they use on the Continentals is different from mine so your mileage may vary. This 4 blade prop has a lot of low speed thrust. I use to taxi at 1000rpm. With the MT I use 800rpm.

When I first bought my Bravo my cylinders temps were elevated but not as high as yours. I installed new baffle material in place of supplied factory junk. That helped quite a bit. A lot of work but worth it. You might turn up the oil pressure a little bit. If you are using Aero shell 15-50 in the summer the pressure will be low. I use 100W all summer.

If you are operating in the teens most of the time keep what you have. A NA engine just will not climb well enough above 13K. I owned a Baron many years ago that was was NA. Coming back to Denver from Cortez IFR, ATC ordered me up to 17K to go through the Powder approach gate. I was just past Gunnison and getting some rime. The Baron was booted and in that situation with just me in the airplane the best I could do was about 16.5K and it took a long time. I had a turbo Mooney sitting in the hangar at home and I wish I had it instead of the Baron. If you do not fly IFR maybe the lethargic climb is OK but I do not think an NA airplane works very well in the teens. I have a Bravo and put an MT on it a couple of years ago. Cruise is no better but takeoff and climb performance is noticeably better. The smoothness and quieter cabin are the best reasons to buy one.

A month or so ago I got my 340A back from Sandia after it failed in turbulence. I use it for a backup behind a KI256. I have put about 35 hours on the 340A since I got it back. I did a trip to Fairbanks from Denver to confirm its reliability.. I flew in a lot of turbulent weather and the 340A seemed to work. Until this last trip a I had reservations about the 340A which is the same as the KI 300. The remaining question is how well it will direct the autopilot. When the wings are level the 340A might show a few degrees of turn. I am not sure that calibration of roll is warranted. King will have to explain this to me before I buy the KI 300/310. I am sure they will get their act together by OSH but I am not which OSH.

Myn experience with TKS fluid getting into the tailcone is that the fluid washes all the lub off the rod ends and they wear out fast. I have replaced the rod ends once in 2000hrs. and I use very little TKS fluid. The fluid runs down the rudder and blows across all the fittings in the tail.

I currently own a 340A and have had 4 quartto's. The attitude part of the Quartto is not reliable. The last Quartto I had would handle the turbulence. Previous models not so much. I upgraded to the 340A and it failed as soon as I got into some turbulence. I now have a second one which I have not flown enough to judge. The 340A is a backup instrument. I overhauled my KI256 several years ago. I would not recommend using a 340A as a primary instrument. I think King will keep the KI300 off the market until the problems are resolved. I have little confidence in Sandia at this point. They have stood behind their product so far but sending another unreliable instrument to replace a failed one is not what one would consider good customer support. I do hope the owner gets it together and solves the problem as he is a nice guy and he seems to be trying.

Here is a tip to help keep the strips on your aircraft. Up until a few years ago the glue Mooney was using would not stick real well. I think a service bulletin advised to remove them and reglue with a replacement product. If you have not done this it would be a good idea to look into it. I have also found anyone helping push the airplane seems to place their hands on the stall triggers. Ask your helpers not to touch the triggers which can loosen them.

I am paying around $2500 for a Bravo stated value over 200K. I have 5600hrs and the plane is hangared in Colo. Over the 16 years I have owned it the rates have varied up and down from the current amount by 20%. My total Mooney time is over 3500. I would suggest another broker that will search the insurance market.

A few years ago a retired airline pilot flew a Lancair from Guam to Jackville, Fl. non stop . He was in the air 36 hours. After landing he checked the oil quantity and it was the same as when he left Guam.

Just a heads up on MT. They do small discounts at OSH. I ordered one at OSH several years ago. It was delivered just after Christmas. I do like the propeller. Be sure and get the nickel steel leading edges.

You might be able to find a used Miniflo with the correct software.

Tri Flow for the ball ends and add a drop of motor oil if you have TKS.

Pkofman, Read the warning label affixed to your wing and tail. If you put the wrong fluid onto the TKS panels and it gets through the holes to the inside you will ruin the panel. I use only soap and water or TKS fluid to clean the panels. Spirits, Go Jo, etc is OK for cleaning the belly.

Hangar space in Denver Metro is expensive. Nobody wants to keep an airplane outside in Denver (Wind, Hail). Those hangars you speak of at FTG are not out of the ground yet. They have been trying to get them built since last fall. If you try for a county hangar at either BJC or FTG the waiting lines are years long. You might find a private hangar for rent usually in a community hangar. I base at KFTG now called Colorado Air and Spaceport. In the future you will have to share the spaceport with rocket ships. This might be more than a minor inconvenience. I was basing at BJC when they built the Port-a Ports. They collect water so anything you keep in the hangar has to off the floor (cabinets, etc). Parts for the doors are a problem.