Fritz1

Sounds like you need a ferry permit regardless, Byerly in Peoria, IL is a large shop and MSC, Oasis in Wilmar MN is excellent, Weber in Lancaster PA is a well established MSC, better make some phone calls on Monday quick, spring is in the air, I keep fingers crossed!

Nothing wrong at first glance, call the dealer and get the logs, you will find out why the price is that low

as stated multiple times minimums above what is written in the approach plates and in the POH are personal and evolve dynamically, now and then I fly for business, what has always helped me is a simple time buffer, if my meeting is in the morning I fly the day before, and start running weather forecasts 2-3 days before I actually fly. I am fortunate enough in that most of my work is done through the internet or over the phone, so another night in a hotel is not that inconvenient. I dread the situation where I have to make a landing to make an appointment, sticking that landing because the mail has to come through is a job for people who fly for a living, as private pilots we have the luxury to bail out if and when things just don't look right, live an fly another day

I operate in a similar way, aircraft runs off a 530W that displays ADSB traffic and weather, 796 has XM weather and Jeppesen approach plates, I wish the XM had a future radar function, 15min forecast for close to real time weather and 2h forecast for planning, this is already on the weather channel, I have WX 500 have not learnt how to really use it, probably stay too far away from lighting so unable to determine how accurate it really is

I feel your pain, there is a steep learning curve in having an airplane painted, after the third one you have a general idea how to get it done, after 10 of them you really get good at it, kinda like building houses, my hunch is that painting a single without cutting corners takes about 3 months and will cost about $40k, with fancy graphics even more, I got the Bravo painted 5 years ago and if I never have to get an airplane painted again I will be quite happy. Brian Kendrick might know a good place in TX.

No specific reason against the Acclaim, lots of advantages, however the Lycoming cylinder is better suited for turbocharging and lasts longer, that was the deciding factor for me, everybody has different priorities, the last Bravo was built in 06, last Acclaim was built in 19, so the airframes are newer

The Lycoming TIO-540 AF1B has sodium filled exhaust valves and oil cooled exhaust valve guides, more thermal reserves than the conti, however the last new one was built 20 years ago, conti has a better induction system and runs LOP more easily, the million $ question is how these two turbo engines will fare when avgas disappears some time in the next 10 years, time will tell

They are both excellent airplanes, 100 gal of fuel and TKS tank full they carry one guy and a briefcase, so they are two person airplanes at best, Bravo shines in the flight levels going east, we have done GPS direct many times from the Chicago area to our home on the east coast 190 Kt TAS and 260-280 over the ground, the TKS is invaluable if you fly in the mountains in winter

Asked myself exactly the same question before I bought the Bravo 7 years ago, the Acclaim is faster, better cowl, better propeller and newer, the G1000 limits your upgrade or modification options, most important question to ask yourself is whether you want to fly behind a conti or a lycoming, semi religious question like Chevy versus Ford or Beemer versus merc, you will find the answer talking to mechanics and overhaul shops that work on these engines, enjoy the journey!

To my best recollection this STC was held by modworks in punta Gorda and they were wiped out by a hurricane in the early 2000s, STC stuck somewhere in a bankruptcy unless somebody extracted it, somebody more knowledgeable will chime in

speed brakes are simple and effective, once your speed is where you want it to be retract them or put the gear down, my airplane has TKS and will not reach Va at 20/20 in horizontal flight, yours is exceptionally fast

Western Skyways in Colorado is another conti overhauler

Convoluted indeed, you have a core that has at least a good throttle body and want to purchase a rebuilt engine, call another conti dealer, call an overhauler like firewall forward, and last not least call the office of the president of Teledyne Continental, you are a customer and want to buy something, demand to speak to the office manager or chief of staff, get the name of the president, fire off a succinct letter via email and fax, letter to the president can't be swept under the rug, it will trickle down in the organization and you will have an answer in no time

my gear warning comes on at about 19", this feels about right, I will not go below that power setting in a descent unless gear is down, you want to avoid the engine driving the propeller, the gear warning is a good reminder, at 19" the engine is still putting power into the propeller in a 500-750 ft/min descent with the gear up

Will do

N3618N is on tradeaplane, I used to own that bird 25 years ago, a lot of people put a lot of work into it, will match the speed of a J, the engine that I put in probably needs an overhaul again though, $80k, no engine runs as well as the one you put in yourself

Rick, awesome, that will do the trick. -Fritz

Yep exactly my thought, number is probably in AiResearch overhaul manual but have not gotten hold of that yet

I have the XM on a 796 and the ADSB on a 530. I often compare the displays, my wife only sees the ADSB, typically looks worse than the XM, I like the XM better, feels more accurate, can't really put my finger on it why, ATC is typically very helpful when navigating around storm cells, thing to have would be a future radar function that covers the 15 min lag of the display, still not real time but getting closer, this exists on the weather channel nexrad and I often run it on the ground for planning purposes

Lots of moving parts, take your time talk to people, kick some tires, Jimmy Garrison at GmaxAmerican and Richard Similie at Thunderbird are excellent resources, they sell airplanes for a living, while you are kicking tires sniff around in your area for partnership opportunities and develop a budget, my hunch is flying a J model 100h per year is $30-40k depending where you live and how much you pump into avionics and other upgrades, the journey is the destination

Bravo is going to an annual right now, I am not home, A&P states that turbocharger starts developing radial play, turbo has about 850 h, A&P did not sound overly concerned and will bless it for another year, so I am wondering what radial play is permissible, what are the service limits for radial play of a Garrett AiResearch TA 0413 turbo and what is a prudent number to call it quits and pull it for overhaul?

Wing toast, engine toast, roll cage tubes rusted, the nice thing about salvage ist that a lot of the other parts will fly again

John, glad to hear you are doing this. I finished my A&P with the practical in October, 48 year journey, started working on airplanes as a 16 year old kid, aerospace engineer in a former life, most of the people that signed papers that I submitted to the FSDO were long dead. I qualified with a total of 30 months of life experience. I did not go to a class and passed the multiple choice test, did not learn a whole lot from that. I passed the written and oral without preparing for it, simply did not find the time while running my business, passed anyhow, maybe just grand fathered in, the real learning came and still comes from people that know more than me, old salts that have done this kind of stuff all their life. They are burnt out like anybody who is good at what they do, they smell a rat before it raises its ugly head, each of them has their own little tricks, that is where you really learn, you treat these people nicely they will share their knowledge. I have a local guy that does my annuals and who really understands my turbo engine, a Mooney guru far away on retainer for consulting, and an avionics guy about one hour away. These guys have forgotten more about airplanes that I will ever know. You learn from doing and from people that work with you, the certificate is just a license to learn. Enjoy the journey! -Fritz

Convoluted, however, these are your parts and they probably have nothing to do with the warranty claim, your relationship is with conti, call them first, see if they can get the parts, if not ask them who to call at hartzell, in parallel thereto call Main turbo in Visalia CA See if they can untangle the situation at Hartzell or can source the missing parts, I keep fingers crossed

My TKS stall warning would not go off when I bought the Bravo, Brian Kendrick test flew the airplane and we moved the entire stall warning assembly up by about 1/8", had to install new rivnuts, perfect thereafter, bottom line airplanes came out of the factory with stall warning in need of adjustment