pkofman

Thanks for the update. Firstly congrats on 4.5 hours. I'd run out of personal constitution before fuel. Thanks for the information. I do fly my Mooney in a very different way in the mid-teens. It is interesting to me to read about how others use and manage the machine. Peter

Hi bill just curious what altitude you are running asn op itline in your post “I’ve owned my Bravo for about a year and a half and the guidance I have received from members of this group has been invaluable. 53 is the number works for me. I find that 2200 RPM and 31 inches is the sweet spot for my engine. I can get the fuel flow around 14 gallons per hour, TIT of 1600 to 1620 and cylinder head temperatures around 360°. Last week I was seeing true speed of 180 kn with this configuration.” I genrally run rop 29/2400 (53) in the mid teens i burn around +/-18’s. I keep tit max less then or equal to 1600 and cht less than or max 400. I can't recall my exact true but iburn more than 14 typically If you recall what altitude or was it the 17k outlined in your note. Peter

To my Canadian friends Its that time of year! I need to renew my insurance on the Bravo ( M20M Bravo TLS) and am looking for some new options for Canadian brokers/insurers FYI, COPA is not and has never been a viable option for my Mooney here in Canada. Anyone with a good reference for an aggressive and professional broker would be appreciated. Thank you. Peter

thanks @LANCECASPERalways happy to help fellow Mooney guys,,,I don't know but @ESPN168 dm me here is you wish and i can provide a thought. i don't even know if you can dm me from the forum. Pete

Thank you for sending this along, I know this is in the plane but I'm far from the machine today. much appreciated. I probably screwed up something without realizing it. I've had the plane for 7 years and this was a first for this issue. Probably DRE or kma 24 pilot error on my part. Thanks Peter

yes, it was one headset, the mic not working, and no sidetone; then I tried that headset with my handheld and as well through the copilot seat plugs. I got mixed results and even some funky behaviour when using the PTT on the pilot yoke. Honestly, allot of variables to emulate the same thing I experienced, very frustrating I don't think it is the a20 either . ill keep working on it. and honestly, I think I've screwed up a setting on the dre. That thing was pretty sophisticated in its day , but it is long past its best-before date. I've had this plane for 7 years and never had this issue, so maybe my personal best-before date is coming up as well!

My intercom worked perfectly in the '98 m20m when I flew it on Saturday, then I started the plane Sunday morning, and the headset would not provide any sidetone, and I could not transmit to ATC through the headset mic. I was, however, able to communicate with ATC on the ship mic and speaker, so the radios are all working . Then all of a sudden I had no sidetone and no comms with atc over the headset, I must have screwed up something, cant determine what went wrong. SO; I need a Dre Symphony manual, does anyone have one they could send to my email I need to figure out if I screwed up a setting and muted something it could be the transmit side of the intercom, or the KMA 24 I either did something stupid and hit a setting, or maybe my headset was dead. It is a tricky troubleshooting situation. If it is my headset ( an a20 ) , and if I have to replace it, would anyone here vouch for the a30 over the a20 there is a mooney group on facebook and lots of negative a30 comments. All thoughts and recommendations appreciated Peter

my experience in the bravo final over the numbers at 75. at 2 or 1 ft call out hold it off, be patient, and never force it .... it will land and be perfect .. just check the calibration height is correct ,, (it's in the manual and easy to check )

well, they do work i just dont like how they fluctuate and given how they are not very granular or lack fine precision in their reading they just seem generally inaccurate to me , I've had this issue on many of the mooneys ive owned as they do not appear to be very precise. The other question I have is do the analog gauges fluctuate much due to the aircraft position while flying ( I never really thought about that much ) but my tks fluid for example shows very different values in the air vs the ground. There is even a calibration chart from CAV for this issue ( tks). So, would you expect the fuel gauges to show a discrepancy on the ground vs in-flight

Can someone here please tell me how the fuel gauges ( stock ship -analog ) work on the bravo and where are the gizmos that measure fuel in each tank? My gauges seem to give false readings fluctuating to half tanks and then back to full, all in a period of minutes. Maybe something is physically stuck or misbehaving. Where are they located, and can I simply move or tap the wing to get things moving correctly again? I have a shadin and edm, so I get total fuel flow and know exactly how much fuel I have, but I want confirmation from the ship gauge. ( the plane's original gauges are pretty inaccurate; thankfully, the shading does a great job, but I wonder if there is an easy fix if the original devices are simply stuck! thoughts

This is a long shot I’m in canada ( toronto) and I need a tug or sidewinder ( hopefully used ) for a Mooney bravo tls 98. Our local airport cykz just closed and I moved the plane. Now I need a tug of some sort that will work with the plane ! Contact me here or send details. I know this is real long shot!!!!!

yes this guy....https://aspenavionics.com/products/general-aviation/evolution-1000-mfd-max. not really sure what a 2000 is all about comparatively, maybe the 2000 is just a package of the 1000 pfd and mfd together.. I already have the 1000 max thxs

Yes i understand this completely and it is correct . very familiar , good point , in my situation I wanted a back up pfd, so another aspen. and another GPS.. so a 650 xi ( any other option??) given the limitation without spending 10k for a tc approval. the ea100 only allows for one source to run the autopilot.. so if number 1 apsen fails you are hand flying. it is a game of odds for me ,, ie what will fail first.gps or aspen. if the GPS fails I have a back up ... 650xi if the aspen #1 fails ... no autopilot, and I'm hand flying the plane but I would have the 2nd aspen for reference and yes I fly with a iPad and I have a gdl 52 which can be helpful so I have some functionality ( and I have a vor and dme and even a adf in the plane ) after all of this discussion , ( and I don't want to really spend 100k ) to change everything to garmin on my plane , (98 with 2200 hours and 1000 on this engine) "It seems to me that I should add the aspen mdf, and 650xi ( unless there is another GPS) to save some money ,and that's about the best i will do without " the full garmin option as it is just uber expensive That might be the least cost option and helps to manage the risk. Lets see what the shop has to say about this solution.. but of course i just do nothing and maybe that is ok as well...I've been flying this machine just like this for 3 years so far.

thxs awesome that someone here can speak to the tc engineering approval process for this l. I'm not sure if you have experience with the specific ea100 approval re TC but in general, is this just a crapshoot, or is it possible to get TC approval for something like this? Would it be easy and just a matter of spending the money and time ( btw what sort of times involved ?) , Im starting to think that the dual Aspen idea is just getting complicated. Who here would throw out the Aspen and start all over with a Garmin flight deck that would be able to take 2 GPS sources., and fly the the autopilot from two independent sources not sure if garmins glass flight decks, aspen equivalent,has a dual independent pfd option. So if the pdf fails, is there a backup? So a garmin config, flight deck with redundant pfd. Add a 650xi, and leave the kap 150 ,. Will that solve my issue?

So i was thinking, would it be possible to have a second Aspen and a second ea100? Basically, switch from one to the other in the event of failure of a singular aspen. If I add an additional nav source ( GPS 650 ) then perhaps I could solve this redundancy issue. But my shop told me today, that doing that 2 ea100'a would require some special avionics approval.( FYI, im in Canada). Im my current situation, if the a/p fails im hand flying, I'd the GPS fails im using my iPad or, conventional ground-based sources, (which are few and far between these days ), if the Aspen fails, i could get a reference from the g5 and use the iPad. In a perfect world, I would like dual pdf, and dual independent (non-conventional nav sources ) that could all drive the a/p, but I think im asking too much, given the feedback!