Fritz1

Shims come in different sizes, LASAR or any MSC is probably a good place to order. The other main cause for slop is the steering arm idler bushing, pivots around a # 10 bolt threaded into the airframe, that bolt may need tightening and possibly replacing if worn. Best also ordered from a MSC, Spruce does not have it, I ordered 100 when I replaced mine a couple of years ago.

As stated before no upside for the company, you are a good pilot with a reliable airplane but you might inspire other employees to do the same and they might just crash. It becomes easier when you are self employed. I charge clients a premium economy ticket, generally fly in the day before if there is a morning meeting. Looking at the effort that goes into planning, preparing and executing the flight it often appears the business revolves around the airplane and not the other way around, but it feels great.

another 30lb can be gained by taking the rear seats out, any luggage goes as far back as possible, you will never even reach the icing rear limit of the the CG specified in the TKS AFM supplement, aircraft handles and performs best with max aft CG

Beautiful, looks squeaky clean, the TKS birds are typically weighed with the tank full, so with the tank almost empty you can load about 60 lb more people and luggage, equipment list in POH will tell how much fluid was included in the weighing

No loss in cruise, 8% lower stall, really impressive, probably translates into 15% less landing distance. Dumb question: what do they do in icing?

Don, will do, got scammed due to my own stupidity. It appears two scammers sent me PMs, I am listing their coordinates so everybody can stay clear from now on: JICOJA2903, phone 850 296 8308 NADINEMOLINE65 tel 410 609 4588, $400 went to HARRYSILLS956@GMAIL.COM Probably all burner phones, I reported the incident to Paypal and I am somewhat confident that I will get the $400 back since I declared this a business transaction and an extra insurance fee was paid. These guys seem to be hovering over the portal and caught me on the wrong foot. Lesson learnt: simplest way to determine if the seller really has the part is to ask for another picture from an angle that is not shown on the portal. Soo, if this is the most stupid thing I do all year I will be fine

Hmm, I got an email listing a phone no 410 609 4588, started communicating with the guy and sent $400 down-payment via PayPal, have not received the cylinders yet, if that is not you, I will report the incident to PayPal insurance, let's see if the funds are recoverable, and by the way still interested in the cylinders, pm me with a phone # where I can call you to get this going

Unusual bird, vortex generators, fancy interior, thorough inspection of engine by Lycoming guy might be helpful,

You never know, put on ebay and see what happens

Prior comments are on target, engine mounts are torqued to spec, remote chance torque is off, loosening the bolts and re-torqing is simple and eliminates that remote chance

Don says cylinders will be delivered next week, no worries

Have you shipped my 10-25D cylinders yet? sent you $400 down-payment per our agreement

If you have impulse coupling the sky tech may spin the warm engine fast enough for the impulse coupling not to engage, try slick start mag booster, there may be another problem, but the slick start may fire the hot engine regardless

C&W Caldwell NJ, pay them for an annual, you buy it, they sign the annual after fixing identified squaks, if you don't buy it there is a good reason and money well spent, kicker may be to fly aircraft to their location, they may not be inclined to inspect aircraft in Virginia

interested in the 10-25D master cylinders for my 2000 Bravo, please PM me

Swap temp sensors from hottest to coldest and clean blade contacts on sensor leads

Sounds like you are making all the right moves. I trust Kendrick's judgement. Regarding tweaking new or overhauled cylinders I have heard good things about Gann in Georgia and Victor in CA. New Conti cylinders apparently leave room for improvement, think Gann hones the valve guides and puts a fancy multi angle grind on the valves and valve seats, think he has a stock car guy that does this kind of thing for him. Best way to find out what is what is to call them. Getting an airplane that is new to you into the shape you want typically takes 2 years, nothing you did wrong, nothing the seller did wrong, nothing the broker did wrong, probably nothing the pre-purchase guy did wrong, just the nature of the beast and the cost of doing business. You carefully expand the envelope without getting into trouble, fix whatever pops up the best way you can immediately and eventually you have a reliable bird that goes wherever you want whenever you want.

I bought the visors from Don Muncy to replace my Bravo visors and like them, did not apply any lettering since the performance table printed on the original Bravo visor is unrealistic and some settings will smoke the engine in no time.

All good calls, typically it takes 2 or 3 guys to cover the horizon, a Mooney airframe guy, an engine guy and an avionics guy, they generally have different skill sets and different personalities, the skilled avionics guy is most elusive

Totally different perspective, I have an impulse coupling mag which can fire big time with minimum prop movement, I kept the key switch because I might just forget to turn those switches off, they are black, hard to see, key in hand feels safer to me

Looks like fluid might seep in at one panel in front and go out the other behind, would not be too worried about it, these panels are hardly ever removed, extract screws and/or drill out pop rivets when convenient

Prebuy is an annual with emphasis on corrosion inspection, if aircraft is purchased annual gets signed after fixing identified squaks, if not purchased great learning experience. Get really knowledgeable mooney guy for the inspection and pay him well, the gear up is second fiddle to potential corrosion.

Best way to check wetting of panels is running on ground and observe drip pattern on asphalt, Take inspection panel out, dry inside, run 5 min on ground, check for fluid, if none put panel back in, fly, run system for 5 min, land, take panel out and check for fluid inside

Brian Kendrick in TX is my go to guy, knows more than other people Tel. 830 370 1190, extremely thorough, close by Arlins in BZN, Mooney knowledgeable, good all around shop.

I think my A&Ps concerns with multi weight oil in Lycoming engines comes from helicopter engines used in Robinson helicopters. These appear to run full throttle all the time and he claims there even was a Robinson service bulletin cautioning not to use the multi weight oil. The A&P states that he ran a fleet of these Robinsons with Lycoming engines, and was reaming a lot of valve guides so he went back to the Shell single weight. Be this as it may, apparently the Bravo engine does not run that hot after all and the valve guides do not coke using the Phillips X/C. Therefore I will give it a try after a lengthy discussion with a Phillips engineer who convinced me that his product outperforms the Shell single weight hot and cold and me sensing reduced oil consumption with the Phillips X/C. Maybe I just stuck with the Shell for so long because I like the red color of the cans.