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!

I have no idea why my shop says this is impossible. thank you for sending the pics. very nice panel I want to do exactly what you show .. a switch to change. the nav source to drive the a/p to minimums . but one question . if your 750 fails do you have a back up gps. From what I understand it is not the aspen driving the a/p it is the 750 . through the ea100. I have no idea if an ea100 can take two sperate and discreet sources. I do know that if the first aspen fails then I can revert to the mfd . I also know that if the 750 fails , I could have a second gps but according to my shop the second source cannot drive the a/p for Ifr. I also know that I cannot install or reinstall a vacuum system in the event of failure. The a/p can take on or the other.. This redundancy thing is seemingly a challenge. thank you for the feedback

I keep hitting roadblocks on this one I have a Bravo m20m I have a aspen pfd, 750 nix and kap 150 + and a g5 ( reference only ). I also have a second nav com , an old adf, and dme ( just never Tok them out) My aspen is primary and the 750xi are the main event for driving the plane and autopilot kap150.with alt preselect., it also has gpss functionality Ive learned that aspen and Garmin do not speak the same language when addressing the autopilot , so its one or the other. ( might no be correct ) My objective I want a second gps and second pfd , and I want them to drive the autopilot in the event either of my primary devices failed Ive also come to learn that the ea100 might be the limiting device in my system Note I do not have a vacuum system at this time.long gone. My shop keeps telling me that this is nearly impossible without changing the,autopilt and pfd system to a full Garmin system ( which is $$$$) and even if I add just a second gps ( like a 650xi ) that regardless in the event of failure I can't just flick a switch so that I could go from a failed 750 to 650 , and/or if I installed a second aspen mfd/pfd, (that even though it might function as a 2nd pfd It won't be able to drive the autopilot )so that I can shoot an IFR approach I feel there must be a way to make this work This might be overkill on my part but I really want redundancy in hard Ifr It might not be possible without spending $$$$, at that point I might consider another plane This might be a too complicated for a post but thought I would ask. Im sure someone here has come up against this in the past ... Pete

@StevenL757 ..... @LANCECASPER suggested I follow up with you on the above... Mentioned that you know about this issue thank you in advance. Peter

wow .. I can't take all of this great news about place I may have to spend money .....lol!! I had the speed brakes sent out a few years ago ,, I might be getting overwhelmed.. might be time to sell the mooney but I've learned over the past few days that these supply issues are not Mooneys alone.. !

This has been an interesting day on this front. @M20Doc I think we now have 3 real leads... getting close!I will know soon.Many conversations today about how the aviation supply chain for older airplanes seems to be screwed according to so many of the companies i talked to today,There seems to be very little light on the horizon that will change things for the parts supply stream . One thing is clear, the GA fleet needs original and oem parts and they are just not available ( i know im talking in generalities). I just dont know how this sort of thing,or parts needs in general, will get resolved in the future as youth move away from the sorts of skills and trades required to get these sort of parts manufactured. This is an systemic issue now, not just a covid hangover issue evidently . So tonight with a few leads, a prohibitive invoice coming my way, I am wondering which bank -account ill have to rob for this one.. .BTW I did have learned today that there is a big difference in the tks- fiki one vs non tks . Thankfully i have a the actual part number The mooney bravo is always very interesting , unfortunatly my cost per hour just went up again! Pete

Yesterday I ran into trouble with my stall vane - tks tiki - switch/vane . I am searching for a used/reman one or let me know if you no who can fix these asap I contacted the manufacture and can-ice. The repair times are really long for a reman or repair The price of a new on is really $$$$ does anyone have a rem or used one that is certified on the shelf or close to it Please et back to me here or dm me please . I really need some resources to find one of these. I am attaching a few pics Thank you in advance to the community Peter

can someone tell me what the compressions should be on an acclaim "s" to be considered " normal" if there is such a thing airplane approx 2015 and 400 hours... what would be considered normal or healthy Im not meaning to ask such an open ended question with a gazillion variables and permutations.. rather ....Just some idea of a range if possible would be helpful Peter

On the Mooney bravo mine is a little forward of the gear on the right wing. I got it working after a a few adjustments

Well given that I was mentioned. I do have a bravo m20m fiki and it is a beautiful plane @M20Doc knows my plane well. But it is just as hard to move up from here as acclaim “s” models are another rarity! Particularly those with fiki ( I would only buy a fiki airplane based upon where I live also looking for as much connectivity as I have in my bravo. But then again I will talk potential purchases with enthusiasm and I’m hoping something comes of my most recent chats with a few potential sellers. However I am in canada and I will not look at anything newer than a 2018 which is in itself a shame. Reach out directly if you wish to chat.

Thank you all for the advice. I had it checked out at the shop and the end result was surprisingly simple, The connector had come loose on the back of the unit, but not detached, ( ever so slightly loose ) and because there is so much stuff back there, one shop found it, and another did not! It took someone who knew the plane ,an a mirror, to get a good visual on the connector ! From what i understand the intermittent nature of the failure on final had something to do with the weight of the cable when descending, which would pull down on the harness causing the power to come off, and my screen to go black. That is why it seemed ok in flight, but i lost the screen when on approach. I dont know if that is correct of not, but maybe it will help others in the future...By the way this turned out to be the cheap fix option, and that does not happen for me very often!