Dammit Bill

Mine were bad and “patching” was no longer working.

Are you working with someone who has the digital 3-view drawings? Specific software? Sent from my iPhone using Tapatalk

High pressure light in pump 1 and 2. Doesn’t reset w pump on. CAV recommends change every 2 years Sent from my iPhone using Tapatalk

Done. CAV $403 Sent from my iPhone using Tapatalk

Hi everyone. I’m trying to source the 19295 filter for my FIKI Bravo. Anyone have a lead for me? Thanks Sent from my iPhone using Tapatalk

I believe original with MANY patch jobs. I looked in the logbook and it went to Wilmer (Weep No More) in its first 2 years for leaks. I don’t think they came from Kerrville with anywhere near the quality of what I just paid for. Sent from my iPhone using Tapatalk

Can’t say enough good things about Edison at KFXE. Bought my Bravo in Sept 23 and I knew there were leaks. Brian K did the best he could to patch the tanks up. I made an appointment with Paul in MN Jan 24 and looked in my calendar for the Feb appointment. No joy. Called Paul and learned it’s Feb 2026. Ugh Dec 30 I topped up and found leaking rivets in the wing walk area. Discovered bad weeping in both wheel wells. This was not going to work. I called Edison on Dec 31 at 1500 CST. Said he had 1 slot last week in Jan, 2 in Feb, 0 in March and 4 in April. I explained my dilemma in that the plane needed to be back in TX by Jan 31 for its annual. He said get it to him and he’d start it right away. 23 hours later, I pulled onto the ramp in KFXE. He planned on finishing by 1/26. It was completed 1/23. He was excellent in communicating the status, pointed out areas he found that needed attention outside the scope of the job quoted and even redid my sad looking wing walk area. He only does Mooneys and can do 4 per month. I give him two enthusiastic thumbs up. My quote, $6,800 per tank. He replaced both sump drains and repaired corroded areas. 28 nut plates, 432 SS screws and removed the interior panels to tighten L/R tank pickup fittings. $15,900. Seven year transferable warranty and $300 for any repair after that. Not cheap, but competitively priced. Sent from my iPhone using Tapatalk

:40 after I landed I was in an uber to AUS. Got to the gate right as boarding started. KFXE had low ceilings and before sunrise. Waited :90 for sunrise and 500’ ceilings. :30 min fuel stop in LA. Probably the quickest ever in the Bravo [emoji122] Sent from my iPhone using Tapatalk

That’s Brian Kendrick putting my bird in the hangar (annual time). Flew her DFW-FXE on the 1st. Edison did a superb job resealing the tanks (I’ll do a separate post on that). Brian is awesome. He knows you’re coming, Patrick. 1,055 miles w a :30 min fuel stop. Headwinds suck [emoji41] Sent from my iPhone using Tapatalk

You can also use a Culter Hammer but it will require a diode to protect the starter switch from arcing. The Kissling has this diode feature integrated

I generally run 16.5/17.5. last week I flew nonstop Ft Worth to Ft Lauderdale. 4:36 TT 2,250 RPM 31” MP 1,610° +/- 10° TIT Avg CHT 360° 14 GPH 180 kts TAS Burned 70.1 Gallons GAMI Injectors I tried ROP and found that at 18 GPH my CHTs were approaching 400°. Needed to go to 20-21 GPH to keep CHTs below 380° and maybe picked up 15 kts I’ve tried to run at 2,400/29" but it seemed rough and struggled to run LOP I’m usually looking for range so LOP works for me

Hi Don. I’ve owned my Bravo for about a year and a half and the guidance I have received from members of this group has been invaluable. 53 is the number works for me. I find that 2200 RPM and 31 inches is the sweet spot for my engine. I can get the fuel flow around 14 gallons per hour, TIT of 1600 to 1620 and cylinder head temperatures around 360°. Last week I was seeing true speed of 180 kn with this configuration. I tried to run at 2400 RPM and 29 inches of manifold pressure, I just did not like the way everything was running. I’ve downloaded and looked at the charts that you linked to. I understand what I’m looking at, but I cannot seem to find an adjustment factor for a live peak. They are all based upon maximum power. I come up with about 205 hp at 17,000 feet under conditions I was flying. 75% power. I’d like to know what that is on the side of peak, where my fuel flow is about 4 gallons per hour or less. Would you have any guidance or charts for this adjustment? Thanks Bill

Maybe check the IPC to see if the new panels “supersede” your s/n panels

I have a Bravo and I quickly learned that using the power settings on the visor is a great way to trash your engine. I totally get the back-to-stock mentality, but the stock visors are pretty worthless. Stupid expensive, but I’m going to be adding Rosen visors soon.

1). Odd 2). Sounds normal if no type of battery minder used 3). To properly clean, gap and test each plug might take 15 minutes. With 12 of them on board, that’s three hours of labor. It might just be cheaper to put new plugs in rather than cleaning ones that have led in carbon deposits on them. 4). i’ve spoken to a turbo shop in California. The tech person said you can expect about 1000 hours out of the turbo. By about 975 hours, one should consider sending it off for a rebuild, along with the wastegate and the controller. That’s probably about $2000 worth of work. 5). Exhaust is all over the place. I just replaced a downpipe on my right side earlier in the year. all the best