alextstone

John, I would love to see photos of your airplane. It sounds like a very special one indeed. Jimmy, I hope you find a solution to this fair market value problem. I remember when you gave me a "dose of reality" over using VRef for valuations during my purchase process. Safe Flying, Alex

I made it here this afternoon. Anyone up for meeting at the pancake breakfast? Alex

Hahaha! Yes, that was during the "dry fit". And the one v-band that's not new in the photo was replaced with a new one. Sent from my XT1585 using Tapatalk

What a nice sight to see! Overhauled cylinder, Turbo and exhaust installed, Ground runs completed and initial flight test completed, followed by 5 hours of additional flight time this weekend. Noticeable improvement in climb performance, vibration, etc. Just waiting now on the final bill... Sent from my XT1585 using Tapatalk

Thanks for all of the good advice. I am not a litigious person by nature so I am going to try to work out a fair compromise with the MSC. I am also now committed to being intimately involved with every aspect of my aircraft's maintenance. I went to the shop last night to have a look at the progress on the install of the turbo and exhaust system discuss the V-band AD with my mechanic. To his credit, before I could mention the V-bands, he showed me which ones he was replacing and explained why, exactly in line with the AD. I hope that my negative posts have not given you a false impression of my personality. This was a tough lesson.

I'd like to be listed and have the link, too! Thanks!

Trust me, I am planning on doing just that.

Sooo... I reported on another thread that I assumed that the Pre-buy / Annual performed by Dugosh (a Mooney Service Center) that I paid for during the purchase of a 1995 Bravo with 2400 hrs TT would be reasonably complete. I expected it to include a thorough evaluation of AD's, previous maintenance history and for them to flag anything that was of concern due to time in service, overhaul intervals or inspected condition, etc. After delivery, I began to discover (along with my local mechanic), numerous issues that are listed in the other thread (exhaust valve going bad, exhaust system leaking, turbo issues) As for the turbo, it had never been overhauled. Upon learning this, I made the call to have it removed and overhauled. Here is a photo of the oil leakage inside the turbo that was discovered upon removal. In retrospect, I did not personally review the AD's or logs as closely as I should have as I assumed I was paying a trusted professional to do it for me. BTW, there were performance related signs that the turbo was not performing properly.

Thanks for the good advice, @LANCECASPER I'll call the mechanic to get that part number.

I purchased a Bravo six weeks ago. I had a pre purchase AND an annual done at Dugosh Aviation with the only squawk identified by them being a prop overdue for overhaul. Since then, I learned that one of the cylinders has to be overhauled (bad valve -greening metal on one side - and low compression), the Turbo is leaking oil and has to be overhauled, an intake manifold gasket is leaking and has to be replaced AND the exhaust system is leaking and must be overhauled too. This is coming from an extremely reputable AI whom I have done business with for decades. He took the time to photograph and show me where the issues are so my confidence level in his diagnosis is high. I'm trying to find the positive in this but today, I learned that the over-sized valve guide that is needed from Lycoming to finish the cylinder overhaul is nowhere to be found for the moment. My mechanic also learned that there is a 30 day lead time from Lycoming on a new cylinder. I am willing to buy another cylinder assembly, new or overhauled, if anyone knows where one could be purchased. Four of the last six weeks, instead of enjoying my new aircraft, I have been quietly regretting my decision and wishing I had not used Dugosh in the process. Any help or encouragement would be appreciated.

Don, when you refer to differential, are you meaning performance or price or both? Alex

Hey now, I'm I dentist so pulling teeth is no big deal Sent from my XT1585 using Tapatalk

That sure is a pretty sight!

I was interested in learning more about the Bendix King KFC-230 AeroCruze autopilot and I attempted to go to the website. Hmm. Bendix King website is down. Here's a link to a website testing site.

I'll be there! I have car stationed at JKA so if anyone needs local transportation, please send me a message or call me on my cell at 601- 4sevenZero-SevenZero 92.

Thank you!

Thanks for the responses. The airplane has a JPI 700 with data recording and a Shadin Fuel flow meter but unfortunately the FF meter is not connected to the JPI (yet). Ultimately, I plan to modernize with either a JPI 830 or 930 but for now, I have what I have. We just bought the airplane three weeks ago and the wife is a little weary of the negative cash flow with insurance, annual, undiscovered TKS pump problem at the pre-buy, GAMI's, etc. So @kortopates and @N201MKTurbo, please advise me as to how you would gather somewhat useful data (if possible) within the limitation of the monitors I currently have.

I just had GAMI Injectors installed on my Mooney Bravo. My wife, Denise, and I flew for about an hour and she diligently recorded data as I leaned. See attached. I discovered the following: 1. I had great difficulty precisely adjusting the flow .3 GPH in the area near the peak. Is this a normal frustration? 2. The fuel flow seemed to wander about .2-.3 GPH - in other words, I would set the flow, start recording data and look back to see that the flow had changed - is this normal? Did I not wait long enough for it to settle in before recording data? 3. The #4 cylinder was changed 25 hours ago on this aircraft. It happens to be the one that peaked earliest and between it and the #5 cylinder, there was a 1 GPH spread. Should I allow the #4 cylinder to break in longer before requesting new injectors or will that not make any difference? 4. This question I feel I should know the answer to but I cannot seem to reason it out so...Owing to the fact that the engine is producing the same manifold pressure regardless of altitude, once the desired fuel flow for 50 degrees LOP is determined, can one set the mixture based solely on that fuel flow regardless of altitude and OAT and expect the engine to run at a consistent 50 degrees LOP? Thanks in advance for your help. Alex

Yes. They really need to offer a more "affordable" entry level high performance aircraft for starters.

I wish Mooney could notch the sales numbers that Cirrus does.

Hi Don, Thanks for your insights! What is your TAS at the numbers you mentioned? Alex

Thanks, Don! I sure will.

@Bryan, I do not work for FF. I'll bet that if you send them a request, they will respond. Here's the link: https://foreflight.com/support/contact/ Alex

Thanks, Rick! I will study the posts this week. As soon as I got the airplane home, I called my mechanic and told him to pull the cowl, order GAMI's, look everything over (even though it was just annual-ed) and check everything remotely related to engine cooling and performance. Alex

Hi All, If you happen to fly a Bravo and you use the Foreflight Bravo Performance Profiles, you may have noticed that the pre-configured profiles only allowed flight planning to 20K ft. I contacted Foreflight and within 24 hours, I received the following response: Hi Alex, Grant again - We've updated our data for the M20M. You should now be able to plan up to FL250. Thank you for being a ForeFlight customer. Let us know if we can be of any further assistance. We are always happy to help! Grant Pilot Support Team team@foreflight.com www.foreflight.com Kudos to them for such a quick response and fix! Alex