Rmnpilot

@LANCECASPER I have had a few people reach out but they have been scammers. They were clearly scammers as I ask them to voice verify and it all falls apart. Trust but verify indeed.

@Ian Jeffries, Thanks but this is the pro-x. The pro-x are designed for turboprop and jets at they are on ear headsets. The one-x is over the ear, similar to Bose a20 and lightspeed.

I received this earlier this week from Precise Flight for the older 100 series electric speed brakes

Does anyone here have the repair manual for the 100 series electric speedbrakes? I can probably figure out how to adjust the microswitches, but thought I would ask given the thread. Thanks!

I own a 1994 Bravo with TKS. It’s non FIKI. So the differences are the panel style and the number of main pumps. Mine has one pump and I was told my panels don’t come as far down on the tail. My tank is the same capacity, all the tubing is the same, I just don’t have the second pump or panel coverage. I live in the Upper Midwest and don’t fly in freezing rain or crap weather regardless. In my opinion the systems ,regardless of FIKi or non FIKI, use TKS fluid to get out of the icing not to hang out in the stuff.

I am curious if anyone has a set of David Clark One-X that’l are sitting around collecting dust that they would want to sell. I don’t care if it’s dual plugs or Lemo. Thanks!

When I needed one, I contacted most every Mooney, Piper, exhaust and turbo shop out there. The Piper shops had them but wouldn’t sell them to me because they were repair facilities. I had one on order from Textron which if I recall was due to ship soon, but since I acquired one I cancelled that order. Perhaps someone has them now, just at a very inflated price. I’ll dig around and see if anyone I know has access to one.

I’m interested and sent a PM. Ryan

Figured I’d try here first (before I bought new) to see if anyone had a set of front seat sheepskin covers that would fit a bravo that they are wanting to sell. It appears they are the same size as on the ovations as well. Send me a message!

Are you able to confirm that you have sufficient fuel pressure? It sounds like it given you having a puddle of fuel outside the plane. I cannot think of any time I’ve ever used more than 6 seconds of boost and I’m based in the upper Midwest. My gut says you may be priming too much at the length of time you're using. Look at the POH and understand that if you’re using a preheater you can probably go much less on the boost pump given the engine is at a higher temp (not 30s).

Double check the sellers and verify what is being sold. At least two accounts have been hacked here as they are selling items using photos from previous sales or other sites (eBay). I’ve messaged the admins. One was selling an Aera 760 yesterday and when I pushed for more information, the reply was they were leaving for a long trip and gave me a bogus Venmo account and name.

No rivets though, unless I can’t see them. That’s part of the requirement

@woodb01 I don’t want to come across as pessimistic, but understand even with your customers being far away from airline served airports, you still need to find a rental car or Uber in podunk USA. It’s not as straight forward. I’ve had to take a local taxi to my customer, then find out I’m stuck due to weather. So another taxi to a mom and pop hotel that’s within walking distance of something resembling a meal, etc. I’ve also had where there is no rental car or crew car so you need to think about how you will get to and from. I typically have work that lasts from 1 day to 3 weeks on site. Do I leave the plane outside in northern maine for weeks on end in February? Pay for a hangar? I recently had a trip east that I had planned to fly there and back same day. I beat the weather heading east but it grew to a significant line as the day continued. I couldn’t go north or south to get around and surely couldn’t get over 40,000 feet so again it’s a hurry up and wait. I thoroughly enjoy the plane and the flexibility it gives me with my travels. At the end of the day it’s a means of transportation and I respect that it can’t do it all.

@woodb01, I am cold upper Midwest based and fly a tks equipped bravo. My mission is basically the same as yours. I travel almost every week somewhere in the US and while I prefer to use the Mooney, the airlines get a significant chunk of my funds as well. I don’t fly with anyone else 95% of the time and avoid icing. They are great aircraft. Just be sure to respect them, your ability and the weather.

Just had mine done. @Andrei Caldararu, send me a message. Im based at ATW and there’s a local guy here that does it

After I swapped my massives for tempest fine wires, my bravo starts better, idles better/lower (down to 570 rpm) and simply runs better.

Good call. One of the groups I consult with locally does Non-Destructive Testing. They can ultrasound the exhaust for me when I pull it to confirm thickness uniformity.

As far as I can tell, the exhaust is fine. Everything was clamped together and holding tight, I could just rotate the clamp so knew there was an issue. I’ll get it pulled when I’m back later this week to inspect. I’ll be using Delta for my travels for the time being as I work through my options.

The clamp that failed was manufactured in 2004, and installed in 2006 to comply with M20-283A. I need to figure out hours. I have a new one on order from Textron at 200+days.

I saw that George had posted about it over on beechtalk along with a prototype photo. Given that the AD effects so many engines, it’s great that he has something in the works. I’d gladly be the test subject. I figure regardless of the solution, I will continue to give the exhaust a tug and do a visual if needed. I’m a savvy client as well so once I get things figured out I’ll update things and copy you.

I’ll take a look at the band Monday for a date code and also review the logs when I’m able, to confirm the age. Other than the soot it didn’t appear to be any more discolored than the other clamps.

Well it finally happened. I have the riveted exhaust clamp that is on the exhaust side of the turbo. I was doing my 25 Hour Oil change today and began checking the exhaust clamps. I got around to the turbo exhaust clamp and it was loose enough to move. It wasn’t like that 25 hours ago. Looked around and didn’t see any cracks, but did see discoloration so tried to torque the clamp to 50 in-lbs. No joy. Looked closer and noticed something. See it? I took a closer look and sure enough. Caught a fingernail. Pulled it off the exhaust and confirmed. I cannot find the part anywhere. Lycoming is 200 days out. The AD has everyone looking, buying or hoarding. Check these every time you do an oil change. Check your exhaust pipe on preflight. I last flew a week ago and all was fine. If anyone has a source or lead on the exhaust clamp, please reach out! Lycoming p/n 40D23255-340M or Eaton NH1009399-10 Ryan

I do not know the accident pilot, but the visibility above 2000’ was sketchy. I’m based out of KATW (north of watertown) and while it was technically MVFR/VFR in spots, the haze was bad yesterday.

I agree with Lance on the useful load. My 1994 Bravo/TLS with TKS has a useful load of 968 lbs. Its a balancing act. Literally.

I looked around the site and may have missed this. I have a GDL 52 and want to use both the SiriusXM weather and audio. Is my only option to control the audio to use garmin pilot? I have used foreflight for many years and have been doing my best to move to garmin pilot but want to confirm that the only way to control the audio through the GDL52 is by using garmin pilot. Ryan