irishpilot

can't speak to Ovation, but my Bravo TKS works as advertised. Ops tested in icing and works as long as you don't wait for accumulation. System does need to be ran periodically for pump and lines. Don't plan on flying in icing, but it is nice to have when encountered. Sent from my Pixel 3a using Tapatalk

It is required for military aircraft to say "gear down" on base for VMC and at the FAF on an instrument approach. Mil towers back us up if they haven't heard the gear down call. Doing the same thing at the same point is how the military offsets the risk of a gear up. Sent from my Pixel 3a using Tapatalk

I used Box aviation when I lived in Montgomery. Erik Box is a class act and is very honest. He kept my M20E running great.

Or do what I did, and get the dog to fit the Mooney! Sent from my Pixel 3a using Tapatalk

Welcome[mention=19939]golfmogul[/mention]! You've come to the right forum. You'll get a lot of good advice. Here's mine. It is free so take it as such. First, I grew up flying in CO with mountains and I've flown quite a bit out of Ogden and Hill AFB. With the weight that you plan to take, I think you should look at any turbo models so you can climb over the Wasatch range or over the mountains towards Nevada. Can you do it in a NA plane, sure. Second, you are a student pilot who will soon have a PPC which is an awesome feeling. Your Instrument ticket will make you that much better and you will be proficient to fly IMC. However, Mooney's are a lot less forgiving than a 140, so build lots of dual time before planning on flying long XC with family members. They put lots of trust in you, so make sure your skills match the capability of the plane. As far as Mooney's go, a short body NA C/E/F will have a nice IFR panel and be easy on gas. They are also the most forgiving. Next are the J/Ks which will be in your price range. Bravos and Ovations may be just outside the top of your range, but they are bigger and are built for long distance XC. Acclaims will be outside your budget. I don't recommend Bravo's, Ovations, or Acclaims for new pilots, and any Mooney would be a lot to handle for a 40-50 hr pilot. Whatever you choose, please be careful and don't skimp on the instruction. Sent from my Pixel 3a using Tapatalk

I'll ask my mechanic today. Sent from my Pixel 3a using Tapatalk

I hope we find the culprit vs not. Oil PX in the yellow shouldn't be normal at high alt. high teens through low 20's is where the Bravo's speed and range really shine. I also hope it's not the tappet issue for me as that would be a whole lot more $$. Curious as to how many Bravo owners see 48 psi in the high teens?? Sent from my Pixel 3a using Tapatalk

turn the TKS on inflight. Follow the checklist to prime and make sure it is working. Beware, it will drip post flight. Sent from my Pixel 3a using Tapatalk

Left side of the chart, it states "NoPT" when approaching KACGE from the south. That's what I get for trying to read that approach on a phone screen. That, and the runway is 35, not 32. Thanks for the point out.

It's working as it should. Your home approach does not have multiple IAFs. If you load the RNAV as depicted, it includes the procedure turn which is why it is bold. As stated by others, you can either delete the hold or select vectors when loading the app. For clearance, if the controller clears you to the IAF for the RNAV 32, you are expected to do the procedure turn. Sent from my Pixel 3a using Tapatalk

My first Mooney was low time and because it Sat so much, the cylinders had pitting which I ended up having to do a top end overhaul during the first 100 hrs of flying. A pre-buy should include a borescope. Have the A&P check out known areas. Planes don't do well sitting so expect possible leaking tanks, seals, etc. and be pleasantly surprised if it's not that bad. Sent from my Pixel 3a using Tapatalk

Update: The surge issue was fixed by detuning the max MAP via the density controller. Also found a bad spark plug. I'm using 35-35.5" per @donkaye recommendation. The low oil px issue persists. I'm getting lots of time doing test flights with an A&P. The folks at Lycoming are scratching their heads, but we're chasing the top three causes per their recommendation, in order. A shout out to Paul Kortopates at Savvy for helping with the engine data. 1. Prop (just replaced the prop governor a few months ago, but double checking) 2. Oil cooler px tested/cleaned. It was inspected, but not tested during the annual. 3. Vernatherm Hopefully we're getting close to finding the cause. More to follow.

That's really the only way to compare the rates per aircraft type. Another way is to divide the accidents per total flying hours and then show it as a rate. That being said, those are a lot of gear incidents. Thanks for posting this data.

Turbo is highly recommended. Normally aspirated will work, but the Monterrey mountains are no joke. Best of luck.

Please let us know how your upgrade goes! Many of us are in a similar interior state. Sent from my Pixel 3a using Tapatalk

I did another test flight today and used@donkaye 35.5" and no surge. Still have the oil px issue but I'm flying it to Kestrel Monday to get it looked at. I plan to have the MP max set according to Red Book and ensure the air density controller is also set correctly. Apparently it takes specialized equipment. Sent from my Pixel 3a using Tapatalk

Confirm you had your A&P set max of 37"? This seems to line up with Figure 3-75 of the Lycoming Operator's Handbook. I've attached it here in case anyone else is looking for it. Does anyone know what is driving the range of 35-37"? I am sure it's in the book, I just can't find it. TIO-540 Series Engine Data.pdf

I've heard very good things about the APTC. Because of this site and the great knowledge on here, I've decided trying to get my Bravo to fly LOP isn't a job I'm willing to tackle right now. I've owned the plane one year this month and am still chasing down previous owner deferred mx issues. To be honest, @donkaye, I find comments like these to be a tad insensitive. If I wanted to learn "the hard way" I wouldn't even post my issues to MS. I also wouldn't run the safety section of MS on my spare time to try and bring about a more safety focused culture for Mooney pilots. When you post that you fly max T/O MAP of 35 - 35.5" and it is found nowhere in the POH or the Red Book, I'm going to ask why. Despite your tone, you pointed me to the Red Book which states 35-37", so I thank you for that.

@donkaye, that doesn't really answer my question about what you have your A&P set as your max MP pressure. I agree we can all choose to fly our planes the way we want. How are you calculating takeoff performance data if you aren't using book numbers? That's great regarding your engine total times. I also agree flying an engine under its cruise limits can increase the odds of making or exceeding TBO. I also subscribe to flying no more than 29"/2400 at cruise, and I never go above 400 CHTs in a Mooney Bravo because of the info I've learned from you and others on MS. You have a lot of experience and I'm not discounting that, but not using a 100% rated hp on takeoff is a safety of flight issue in my book. I fly professionally and TOLD is calculated every flight because it drives abort decisions.

@donkaye, first thing's first. I'm not telling my A&P to set anything other than what's by the book. If they are doing something that's against the Red Book, then I need to get that fixed. Second, I very well understand that speedinging/overboosting an engine will lead to a rebuild. However, the POH clearly states 38" Max MP and even discusses overboosting above 38". Where are you getting that data to set 35" or 35.5"? That's arbitrary without a source document or directive. Teaching pilots to set below 100% power on takeoff is dangerous and invalidates told as well as all the POH performance data. What is driving you to set 35"? What is your aircraft rigged for if you select full throttle? However, the good news is your post drove me to dig into the Red Book. I am confused as to why Textron numbers are different than the POH. The Textron window is between 35-37" MP. Any insight is appreciated. Lastly, there is a big difference between procedure and technique. If pilots are deviated against the POH (procedure), it better be for a good reason. For example, it's well documented that leaning to 1650 TIT eats up cylinders. However, I've not seen the same for going against the POH for takeoff and GA planes should use 100% rated hp at least until they have turn around engine out glide back to the field (technique).

Thanks @JohnB, I've been having Mx dial in the MP setting as it wasn't making full power, and now it goes slightly above 38" after rotation. I keep it below 38" and it surges. I'll have them dial it down, but I don't want it to be too off from 38". I go out of short fields and want full rated power.

Calling any Bravo or engine smart MSers, my plane partner and I have thrown a bunch of mx time and $ chasing down an elusive problem. Mooney runs great, but has always given low oil px, in the teens and above (below 55 psi). Down low, it shows fine. However, recently the plane exhibits mild surging at WOT (38"/2575 rpm). As soon as power is pulled back to cruise climb 34"/2400, the surge goes away. We've had the prop gov overhauled, oil cooler inspected, turbo inspected, turbo gaskets replaced, etc. I pulled the JPI data and using Savvy's free website (thanks to the MS pointout). From the graphs, the mild surge starts right when the oil psi drops from 90 to sub 70. Anyone run into this? I'm sending the plane to Ron Fisher at Kestrel on the 27th. I'd like to not spend another $5k chasing this problem. Thanks in advance for the help!

It actually went down $300 this year. $220k hull. This year's annual premium is $2,300. Insured through Old Republic Insurance. We go through Gallagher. Sent from my Pixel 3a using Tapatalk

I agree. I fly cowls full open until after I get leaned out, then shut. I climb full power until I have glide back to the field, then cruise climb 34"/2400 all the way til level off. If in the FLs and a hot day, I keep the cowls cracked. Cruise at 29"/2400 and see what @Bravoman sees. I also adhere to 1550 TIT. If you followed the Bravo POH, we'd be leaning to peak TIT and flying a max CHT of 500 degrees. That's too hot for me. There's lots of good threads about this. However, to each his/her own. Speed is all about $$...how fast do you wanna go?

I had one out and replaced at annual this year. Yep...$300.00.