PaulM

I'm over in NJ (1N7) and have a 2005 GX Bravo if you want to see one in action, PM me.

What you can do is find a mooney person who wants to fly places with you (Lunch, etc)... and you are the pilot under the hood. Then you can log PIC as the sole manipulator of the controls, but the owner is the FAA legal PIC.. (and gets to log the time too). That is category and class only. When I have flown under the hood in my plane, either the right seater is a CFI, and the flight is under instruction. Or the right seater cannot log anything as they can't be PIC under my insurance (listed or open pilot warranty). When I transitioned to my M20M I told the insurer I had 150+ complex hours, and they wrote me a policy with no transition requirements. I then re-read the statement and they only asked for Make.. not Make & Model.. so I told them I had 145 of those hours in a M20J... and the price went down. I still did 2 days of transition training in San Antonio. My current insurer wants Make&Model for the open pilot warranty.

I just looked in the schematics and all of the avionics are handed off via a power connector. Avionics were individually configurable, so those parts are probably done as per the King wiring diagrams. Even in our G1000 systems the wiring diagram only shows where the plane specific wiring connects with the GEA71 etc... and referrers to Garmin documents for the actual internal system interconnects etc.

I bought my Bravo through Jimmy 7 years ago... Zero issues with the service. I was in San Antonio and looked over his current inventory, Nothing matched at the time, but he told me to check back in a week, there was a new plane coming in. The bravo I was looking at in NY was withdrawn by the seller and the new plane matched what I needed.

The AF1B engine is the largest thing they could get in a mooney cowl. It doesn't not have the same cylinders as the larger TIO540's. So it is not derated, but the max HP that system can make, and even then the AF1A burned the valves, so the Bravo mod was required. Just the tubocharger is twice as large on the big engines. Take a look at a de-cowled Navajo, The engine and systems are enormous. If you need to go faster than a Bravo, get an Acclaim. +20kts.

If your retry doesn't work I can mail you the 2GB card..

I've only used SanDisk branded cards (as we believe that is garmin's suppler brand). I put the software on both a 4GB and a 2GB card, but I used the 2GB card first, so I didn't test the 4GB version. If you are stuck I can fly over from NJ, Or you can come to 1N7 Blairstown for breakfast.

I also had to go down to a 2GB card... worked fine with that.

I burn about 1Qt/5 hours in my Bravo (1300hr) . At the oil change it is filled to the 10Q line... I let it drift down to the 7qt line, add 1 Qt, and then let it drift down to 6qt. then I'm at 25 hours, and we change the oil. If I needed to do a long cross country near the end I would add another Qt. So, Although I only add one Qt between oil changes, one must be honest and admit that is using oil at 1Qt/5. The one time that I had much more than that (1Qt/2-3 hours) it was a leak in the wet-head fittings. The external oil streaks and higher consumption were obvious. My shop says that the 540 Lycs all ooze oil and there will always be some right below the engine on the center cowl. Any oil marks elsewhere are an unexplained leak.

Mine was also factory installed and weighed, but I don't remember a notation on the fluid status. I know when I added up the hardware weights of the AC and TKS in the POH that the delta was not just the hardware. I'll check the POH in the plane the next time I'm up there and re-run the numbers.

Sorry about that, I forget my system is developer expanded. I probably loaded via brew: https://formulae.brew.sh/formula/p7zip I've attached a copy of a .tar.gz file which shouldn't need any special tools. Download this attachment. cd ~Downloads tar xvfz 006-B1330-04.tar.gz rsync -r 006-B1330-04/root/ /Volumes/SDCard 006-B1330-04.tar.gz

This is going to be G1000 software version specific.. (As implied in the SB) I was able to get the Garmin installer to format and install on a USB stick I had sitting around, the root/* directory is just copied to the blank formatted SD disk. And it creates a card_image.zip file, for no good reason that I can tell. If you would prefer to use the Garmin EXE you can run a Windows 10 VM in virtualbox and format a USB stick.. then copy the files from the stick to the SD card. Otherwise here are the MacOS only directions: Start with a blank Fat32 formatted SD card > 200MB. mounted as /Volume/SDCard (replace with your actual SD card name) Download the http://static.garmincdn.com/apps/fly/magvar-update/006-B1330-04.exe open a terminal window: cd ~/Downloads mkdir 006-B1330-04 cd 006-B1330-04 7z x ../006-B1330-04.exe rsync -r root/ /Volumes/SDCard Eject SD card. I will test this card the next time I'm out at the airport.

It is a self extracting archive, you can extract it with mkdir garmin cd garmin 7z x (../PATH-to)/006-B1330-04.exe The data seems to be all in /root with directories for each software revision that would need it. Can someone give me a directory listing of the windows generated SD card?. My Vmware won't capture the mac SD card reader, and when I map it via VMDK the garmin installer won't use it since it isn't "removable". I'm also trying to get an old XP laptop to unpack it, but it hangs on formatting any of my SD cards.. if the windows data matches the archive then I would just copy the root/* to /Volume/SD-CARD on the mac...

When I bought my Bravo the trim fuse had been replaced at least twice (in the logs) , and during my transition training it failed again. The local avionics shop was able to again replace the surface mount fuse, and all was good for about 5 years.. we theorized about excess screw force. Made sure the jack screw was well lubricated each annual and run from end to end. Then 2 years ago it failed again, and the local avionics tech tried to replace the fuse.. checked the servo manually.. worked fine, no overcurrent. Fuse went again immediately.. Sent the unit back to S-tec, and the power board & perhaps the main board were replaced. No issues since. Others have blamed the servo brushes, but that was not the issue for mine (this time). If it can be corrected by replacing the fuse, you can have the shop also service the servo. This sort of issue will be intermittent and may not show up in a straight bench test.

I had the passive antenna pair routed to behind the pilot sidewall. It will perhaps disconnect once a flight, but isn't related to the people or bags in the back. So, not perfect, but better. I keep the stratus as a backup so I always have a valid ADSB signal.

I configure for the approach outside of the FAF, I prefer to have gear down and half flaps, so that if anything isn't working I've already debugged it, and just reduce power at GS intercept/FAF. 90kt final target speed. If it is a ILS/LPV down to 200 & 1/2 I will expect to land with the half flaps. Runways with precision approaches will be long enough. If I need to go around for any reason, I am already in T/O configuration. If it is non precision and /or shorter runway, I will select full flaps after the runway environment is in sight and the possibility of going missed is minimized.

The main operational item this fixes is the ADSB in FIS-B nexrad weather display (as was shown above) .. It should also fix the problem of sending GPS data out to an ARTEX ELT1000. 15.24 should now allow advanced control of the GTX345R transponder.. Flight ID etc. There were a bunch of others that Cirrus tells us about. http://servicecenters.cirrusdesign.com/tech_pubs/SR2X/pdf/SB/SR2XBulletins/SB2X-42-12/SB2X-42-12.pdf (a) Added support for GDL 88, FlightStream 210, GMA 350c, and GDL69A SXM. (b) Included support for 4.9 Arc-Sec terrain database. (c) Corrected position data transmitted to ELT 1000. (d) Miscellaneous minor bug fixes. and other things. What I am hoping is that they will also offer a FS210 kit.. the 15.xx branch of software supports the FS210. iPad to G1000 flight plan transfer is one of the only major modern improvements that we lack.

There used to be graphs of the MP where the advanced timing kicked in, and they are only useful for NA engines. Ones with a turbo will always be above the knee of the curve (except for landing) https://mooneyspace.com/topic/33364-thoughts-on-surefly-mag-replacement-for-turbo/?tab=comments#comment-566592 Looks like I found 24.5" of MP before it started retarding spark. And the failure mode isn't kind, so they won't let you take the risk.

PM Sent.

You can look in the Acclaim POH for the block schematic for the continental w/standby alternator. I don't have the Ovation maint manual, but the Bravo standby system (with AC) is the same. It is also in the G1000 M20R AFM: https://cdn2.hubspot.net/hubfs/4147179/technical_documents/AFM Supplements/SUPP0001RevB.pdf (I knew I saw it somewhere) 1. Push “EMERG BUS” switch ON (this activates the Emergency Bus circuitry, the Standby Alternator system and initializes load shed capability). A. The AMBER “EMERG BUS” annunciator light illuminates. B. The RED “ALT VOLTS” annunciator light extinguishes. | NOTE | The most efficient operating RPM is 2500 RPM or higher when operating on Standby Alternator System. 2. Pull “BATTERY” circuit breaker. This will shed load to minimum flight required systems. 3. Check AMMETER to assure battery is not being discharged (negative ampere indication and ALT VOLTS annunciator light flashes). The systems shown under limitations (1 through 14) above will operate (YELLOW sleeves on C/B’s or those items identified in the confines of the band marked ES- SENTIAL BUS on the Circuit Breaker Panel) 4. Terminate flight as soon as practicable. When approaching airport .......................................................................Battery C/B - PUSH IN All airplane systems are now available until battery is depleted. Repair main alternator system prior to next flight. The key item to remember is that until you pull the (70A)battery breaker, everything other than the EMER bus is still online and draining the battery. So you disconnect the battery.. fly on the essential bus only.. and then when you get are ready for approach and landing you push the battery breaker back in and and you now have 2 full batteries available for gear, flaps etc. The stand by alternator will keep the batteries charged, and the ammeter is still in series to show charge/discharge. Take a look at the block schematic above... actuall planes aren't exactly like that, and you will need the maintenance manual schematics to know exactly how your year/model is wired. And how the plane is actually built can differ from that as well.

I'm pretty sure that matte surface isn't pure iconel, so I'm assuming some sort of paint after it is welded. It could be that the color is a combination of the paint, some oil leaking and the heat out of the exhaust port. Both #2 and #4 cyls have had oil leaked before I noticed the orange patches. Mostly on #4, but a bit on #2.

It doesn't seem to be leak related on my engine, but thermal effects on the exhaust pipe coating. CYL#4 correct?.. same as my picture. If you think it is a leak, then put the CO monitor near it, that should go off quickly. Check that the valve guide injectors are tight to see if that is the source of the oil..

Dan, Do you run LOP?.. It's a thermal reaction to the paint.

On the Bravo the left mag has the impulse coupling and is the only one active during the start. The key switch grounds the right mag in the start position. This is shown on the wiring diagram as an external jumper between the E & U terminals on the 98-2273 switch. So, I would suspect that both mags had problems, just different ones.

https://cdn2.hubspot.net/hubfs/4147179/technical_documents/AFM Supplements/SUPP0010C.pdf It is in the AFM supplement for the speed brakes: -WARNINGIf icing is encountered with the SpeedBrakes extended, retract the SpeedBrakes immediately. and the TKS supplement: https://cdn2.hubspot.net/hubfs/4147179/SUPP0017H.pdf Inadvertent deployment of SpeedBrakes [on SpeedBrake equipped aircraft] . . . . . . . . . . . . . . . . Immediately PUSH Speedbrake Switch ............................................. onControlWheeltoretractSpeedbrakes. OR ........................................ Immediately PULL Speedbrake Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . on C/B Panel to retract Speedbrakes.