PDXBravo

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About PDXBravo

  • Rank
    Member

Profile Information

  • Location
    Portland, OR
  • Model
    M20M

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  1. PDXBravo

    Fuel Pressure in cruise

    35 to 42psi based on 4 enroute photos I have. Sent from my iPhone using Tapatalk
  2. PDXBravo

    Lowering Ovation instrument panel

    I’m 6’4” and had the same worry before buying my Bravo. The concern was completely unwarranted. You’ll be fine. Sent from my iPhone using Tapatalk
  3. I have a BF Goodrich WX-500 Stormscope connected to an Argus 7000C in my Bravo. I've reviewed the manuals for both the WX-500 and the Argus and searched the internet and no where can I find how to: 1) Control the Argus' display of weather information or; 2) How to interpret data sent from the WX-500 and displayed on the Argus. Per the attached screen shot, while flying near cumulus I do occasionally see the "WX WARN" and lighting strike icon but I'm not sure what this means, IE: distance from a strike or cell? I've also seen screen shots of a "cell" and a "strike" mode but I'm unsure how to cycle between these modes within the Argus. I'm hoping someone has experience working with the WX-500 via the Argus interface and can provide instruction/direction on how to best use these two tools together.
  4. PDXBravo

    Bravo Operations at High Altitude Airports

    Very helpful. I suspected that boost pump off/keep lean was the answer but it's helpful to learn from other experience. Thanks gents.
  5. After landing at an airport (KPNA) with a field elevation of 7,000 ft., the engine stopped immediately after I pulled off the runway to the taxiway. I thought maybe having the mixture full rich and the boost pump on (both checklist items for landing from the POH) at that altitude over enriched the mixture. How do you alter, if at all, your operations when landing or departing a high elevation airport?
  6. PDXBravo

    "Hot-Hot"starts

    @Top Heavy Did you ever get to the bottom of this? I experienced the exact problem on my Bravo but was landing at a field with 7,000 ft. elevation. I thought maybe having the mixture full rich and the boost pump on (both checklist items for landing from the POH) at that altitude over enriched the mixture.
  7. Are you keeping track of your engine’s oil consumption? How many hours between quarts? Anything you’ve found which significantly affects consumption? Sent from my iPhone using Tapatalk
  8. PDXBravo

    The hardest working Bravo in the US?

    https://www.nbaa.org/ops/security/asdi/
  9. PDXBravo

    Pre-buy inspection in the Seattle area

    Hi Shawn: I used Greg Lehman at Advanced Aircraft at TTD for the pre-buy on my Bravo. I would use him again in the future and he does the majority of my maintenance. I'm not a tax attorney but there may also be a WA use tax advantage in taking final delivery of the aircraft in Oregon then flying it to KDLS for first use in WA as Klickitat County has a very low sales/use tax rate.
  10. So, I know it's not a competition, but.... I've been looking at FlightAware.com data on M20Ts and I think N10KG might be the #1 flying Bravo based on the US data I can find with 71.0 hours in the last 90 days. Does anyone know of a better way or online tool to compare flight hours by type?
  11. PDXBravo

    Icing encounter

    I can go up to 18,000 with an O2 cannula, 75% of the time, that gets me on top without needing to wear the full face O2 mask. I've gone up to FL220 for winds.
  12. PDXBravo

    Icing encounter

    I'm based in the Portland, OR area as well. Your story reminds me of the "IFR catch-22" prior to buying my Bravo (FIKI & turbo), IE: you need an instrument rating to fly in clouds, but anytime there are clouds, icing is almost guaranteed. Prior to my Bravo (in a Grumman Tiger) my MO was to only fly in IMC above the freezing level and this is, as you know, virtually impossible during winter in the Pacific NW when the MEAs are well into the freezing levels. As such, I wouldn't fly instruments and would quickly lose my currency and proficiency. With the Bravo, I'm primarily interested in determining where the tops are (Cloud Forecast in ForeFlight) so I can get on top, then I only have to deal with ice on climb out and descent. BTW: My experience with the Cloud Forecast is it typically understates the thickness of a layer. In the Pacific NW, FIKI TKS and a turbo has increased the utility value of my flying 10X. I can fly on all but the worst weather days. I simply wouldn't consider an airplane without both in the future.
  13. PDXBravo

    M20M flaps operating intermittently

    Gentlemen: I wanted to circle back and let you know that, as a result of your experiences, we were able to replace the limit switches at a cost of $30 vs the entire preselect relay board for $1700. The flaps worked flawlessly all day in my flight (city, desert, and ocean) across Oregon. A big thanks for everyone who commented here. Sent from my iPhone using Tapatalk
  14. PDXBravo

    Any ex Grumman Tiger drivers here?

    I flew a AA5B for the last 7 years and recently bought a Bravo. I'll echo all of Emmet's comments and add: 1) Ground handling characteristics were the biggest challenge. Going from differential braking where you could turn the Tiger on a dime to the Mooney has been a slow process. 2) Constant trimming in the Bravo. In the Tiger you could get away from just muscling-through different stages of flight, in the Mooney you absolutely must trim the aircraft to maintain reasonable control.
  15. Typically stuck full up. I'm told I need a new flap preselect relay assembly. Any experience with this problem or alternative to what I'm told is a $1700 part? Sent from my iPhone using Tapatalk