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About DVA

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  1. Welcome fellow Bravo pilot! There are a few of us here with first hand experience. If you haven't flown the long body Mooney's I'd highly recommend getting transition training, this is a conventional aircraft but it likes to flown a certain way, especially on approach and landings. Others will chime in on that I'm sure. If you have any engine questions, I'll try to help. I've spent some time on that topic. Have fun!
  2. Sound like a high resistance popping, since I assume that the only time it is happening is right before the gear is fully up. My guess is that there is either 1) a binding of the mechanical system right at that point in the swing that causes the gear motor to struggle enough to cause a high current and thus popping the breaker, or 2) you have a getting-bad gear motor. I tend to go to the former as a hypothesis based on your comment that it only happens in cold weather. The cold will tighten everything up and if the articulating points are dirty and have old grease, they can get very reluctant to move in the cold.
  3. Russ, The first test I would do is to slightly enriched the mixture when that happens - just a bit at a time - to see if it clears up by getting just a tad more fuel. A GAMI spread .1GPH is excellent, be happy, this should allow you to get very aggressive LOP if you desire as long as all of the other systems are in good shape: plugs, mags, plug wires (don’t overlook them). Also, another thing you can try is to take away an inch of MP and see if that changes anything.
  4. Engine vibrations are usually easy to find, if this is an in-the-air only vibration it could be a bunch of things. Can you give us some more details?
  5. Imho, there is hardly ever a good reason to pull a cylinder when it's just curiosity that's driving the decision. And peeking in the crankcase normally won't do a bit of good to confirm or deny that there is any real problems. I would pull the plugs and borescope it, and then ask - Does the engine run ok? Is it making book numbers in flight? Are the temps and pressures correct? Is it burning between 1 and 2 quarts every 10 hours? Are all the hoses and connections sound? Is it vibrating or making any strange sounds? If all is good, I'd fly it like it was new. I would also add an oil analysis to every change to look for trends Others will likely have a different opinion, but weigh the pros and cons of pulling a jug carefully.
  6. Hi Danb, Here's my coincidental project today. I'm replacing all of it with the GeeBee kit.
  7. Hi Greg_D! One of the reasons why you want to do a run up on the ground may be to find exactly what you just discovered. Probably a faulty P-lead; you are not grounding the mag, so it is likely hot all time. This is a dangerous condition for your safety on the ground, and a great reason to always do a mag check before you fly. I’m not trying to be terse or anything like that, but why do you not do ground mag checks routinely?
  8. At 200 hours, I’d be having a chat with the firm that supplied it, sounds to me like a warranty replacement is at least a possibility.
  9. Do you know what manufacturer and model is of the tachometer? Some have a pot in the back to make fine adjustments to compensate for all kinds of electrical variations.
  10. Has the coax cable been verified? You can shoot it with a TDR to see if it kinked or crimped along the path and that it exhibits the proper impedance, Your avionics shop will know what I'm talking about. Also, I think there's a error log associated with 530, if I'm right, I would be saddened in human kind if that wasn't downloaded and checked for faults that could help lead to troubleshooting this.
  11. They're rated for deployment at any speed up to Vne.
  12. Excellent, finally a replacement thread for other beat up controversial issues like LOP, TiT and CHT temps. I'll start. When I exceed Mach 1 in my Bravo, my cabin vents leak a bit, anyone else have this problem? :/)
  13. Here's the good news on the speed brakes installed on our Mooney's - they only work when they're suppose to work and that's very well at air speeds higher than you normally see on approach, landing and initial climb out, and at those low speeds the do nothing that will hurt you. Some would argue that they have a subtle but beneficial effect in the flair and during gusty approaches ... I think I agree with them. I've landed with them out on purpose and accidentally, windy and calm, fast and slow. I did a "WTF ... deer!" low go around with them out (forgot to retract them ... was busy going to the bathroom) and the plane flew fine. My opinion is that I'm glad I have them. I would suggest that you experiment on a long runway to see how they affect your style of landing. But I would not make them a routine part of my normal landing procedure - we have enough to do at that very instant.
  14. Any conscientious and experienced A&P can do an annual on a Mooney. Every brand and model of aircraft has its own uniqueness and idiosyncrasies and Mooney’s are no different in that respect. That said, I would question the shop on how they ensure that they can properly service it. You should hear things like: we follow the Mooney specific 100hr/Annual Checklist; we have the current manuals; we have access to the proper tools for setting the gear download torque; we’ve replaced shock donuts before; and of course, we like them fast Mooney’s, we’ll wash er up after we’re done. If you don’t get confidence in the answers, head to MSE, but remember those are not all alike either.
  15. I’ll be surprised if it’s the filter for no reason other than they don’t often fail or clog. But I’ve been surprised before.