FlyDave

I'll add that when flying VFR I have gotten more bravo clearances through the San Diego (mostly offered by ATC without my request) than anywhere else. The controllers for San Diego are very helpful. But having 2 bravo areas to deal with it would definitely be easier to go IFR.

I know Walter White had one....

With the Blackstone shipments I think the issue is their plastic shipping bottle. I think it freaks the USPS people out . I have one to send now and I'll put their bottle in a box and see if USPS gets it to them in the 4-5 days without losing it.

Last year USPS lost an oil sample for 2 weeks that I shipped to Blackstone. It's not something that can be replaced . So I went to my local USPS and they called the receiving USPS office and they finally found it. I've used USPS to ship quite a bit because they have typically been 1/2 the price of UPS or FedEx. But yesterday I had to ship part of my exhaust system off for repair and I went into Staples for packing stuff/bubble wrap and just for giggles I asked for a price for UPS to ship it. He quoted me $25 - WOW!! I had him check on insurance and $1,400 in insurance bumped the entire price up to $39 - Wowzer!!! I don't know if that was a mistake but they got my business.

If you need an escrow company I recommend AeroTitle. I just used them on another plane and Lisa and team were EXCELLENT to work with and the least cost escrow company I could find: Lisa Sedlacek AeroTitle Escrow Executive 3426 S. Lakeside Drive Oklahoma City, OK 73179 Toll Free: (866) 738-8330 Phone: 405-763-5980 Fax: 405-763-5999 Email: Lisa@AEROtitle.com Website: www.AEROtitle.com

Chris, On the Aspen, does you GS & LOC show on the AI? I see green diamonds that look like GS and LOC on the AI and a like that looks like a CDI on the HSI but no GS on the HSI. Is this correct? Dave

If and ILS GS doesn't work because the database is out of date then I think that is a bug in the software. Database currency has nothing to do with ILS functionality. This seems quite strange to me. I look forward to Chris' results.

Jose, I pumped over a pint of brake fluid up from the capiler but it didn't make a difference. The bubble was trapped by the heavier fluid and was not moving. Dave

Last year when we changed the brake pads in my plane (Bravo with dual brakes) we had a problem getting the left brake on the left side to come back up completely. It was soft after bleeding it quite a bit but finally came mostly back up - but never completely right. Over the time between then and now the brake would get soft, I'd add fluid and it would come back up but was still a little soft. A few weeks ago it got really soft and would not come back up. I read all about other peoples brake woes on MooneySpace as well as brake issues on other sites and attempted numerous resolutions on soft/spongy brakes. I tried every solution I could find but to no avail. That friggin' left peddle on the left side was not coming up! I reviewed the issue with a friend (partner in another plane) and he said "let's try an old motorcycle trick". An air bubble will move freely across a consistent surface but where the shape of the inside of the brake line changes a bubble will stop - especially when that change in internal brake line is at a high point in the system or a portion of the system. He got under the wheel well and found the point where the flexible hose goes into the rigid metal brake line (see attached pic) and said let's bleed it here. I got in the pilots seat, pumped up the left brake peddle and he eased the fitting loose and tightened it back up when I had the peddle completely pressed. We did this 2 times and voila, nice stiff brake peddle that had been soft all the way to the floor. I hope this helps other people get past similar brake problems. It was quite frustrating - there had to be a solution and there is (at least for me). Happy Braking! Dave

Um....no

Da Comrade! Notice everyone in the propaganda (pictures) are smiling....They must be happy to pay more F#*#@&%?[*&\}]!@7ing taxes.

I had transitions for 1 year. They were OK in the plane but never got that dark. The reason I didn't get them on the next pair of glasses was that the lenses would darken in any sunlight. So if I was in the hangar working on the plane and the sun was shining in in any direct angle to me they would darken and I couldn't see what I was working on. It drove me crazy! I suggest getting a 2nd pair of clear lenses if you're going to get them.

I have a Sigma Tek electric AI with inclinometer (SigmaTek 5000EG; PN: 1U670-001-1) that needs to be rebuild. Sigma Tek wants ~ $1,100 to rebuild it. I'll sell it for $600 if you're interested.

Tommy, I just had one of these installed and it is one of the best things I've done to my panel. It's as fast and smooth as the vacuum based KI-256 and there aren't any moving parts in it. If you get the optional inclinometer you can replace you turn coordinator with this unit. I did an IPC 2 weeks ago and the instructor failed both my 530 and the primary AI. Flying an ILS with this backup AI and the "plain old" nav head was a breeze! Dave

Tommy, I had one of these in my previous J (N1160N). Believe it or not It was for an "Air Fone" (satellite phone) - in a Mooney 201! The CB was connected to a 12 - 24 volt converter in the avionics bay. This converter was still in the plane but the "Air Fone" equipment had been removed. On my way back from Oshkosh in 2012 I was in the clouds at 8,000' and hit a bump. I heard a chirp in my headset and smelled a puff of smoke - yikes! I waited a few seconds, then a few more and a few more. Everything seemed OK so I cautiously continued to my next stop. On descent to my fuel stop I hit another bump and got another chirp and puff of smoke. I told the controller I wasn't declaring an emergency but I needed lower NOW - which he gave me and put me in VMC 2 miles from my destination. I began troubleshooting as soon as I landed. What I found was the "Fone" CB popped and if I turned the avionics master on with "Fone" CB in it would pop. So I figured out what it went to and disconnected the cable from the converter in the avionics bay and left the CB pulled for the remainder of the flight home. I didn't have any more problems after that. Let us know if you have the same thing in your avionics bay and if disconnecting it fixes your static issue. Dave

+1 for Bob Bramble. He rebuilt my KI-256 earlier this year. Not the cheapest but excellent service!

I think there should be stiff penalties similar to laser pointer incidents (if you can find the user). Let a couple of people go to jail and see what effect that has on the use of drones.

I don't have an idea why you would start feeling ill without a view limiting device on. But, for when you do start flying with one, try different units out before buying one. Borrow them from other pilots for a flight and try them on the ground before flying with them. If they start to make you dizzy on the ground it will probably be worse in the air. I had tried a few different ones and some made me really dizzy on the ground. I put the kaibash on those right away. I ended up using a Jiffy Hood.

Dan, Did you report this to the tower or ATC? Was there an Airmet for Low Level Wind Shear (LLWS)? Dave

Tell them to get their A&P/IA. They could pay for school annualling my plane

My Bravo is up for annual next month. Last year, my first annual on this airplane, I flew down to LA to have the annual done by my old mechanic who has always been very reasonably priced. Since this is a more complex airplane, turbocharged, more intricate electrical system, and I live 50 miles from either Lasar or Top Gun, I thought I'd get the annual done by one of them since they know this model through and through. I called each shop yesterday and the base price - INSPECTION ONLY - is $3,100 at Lasar and $2,900 at Top Gun. Is this commensurate with what other Bravo owners are paying for annual? A 201 is at most a couple of hundred $ less.

Mike, Do you know if the $100 pilot fee is paid when you get there or in advance? I haven't been able to find a place to pay in advance. To date has anyone else paid? Dave

Actually, shortly after I bought my first sailplane I was still a student pilot. One day my girlfriend - at the time - went to the airfield with me for a lesson, about 2 hours. When I came back from flying she had washed the entire plane and waxed 1/2 of it - without me even suggesting she do this. So I married her.

Not as long a she brings the beer and a chair for you to sit in!

Instructors know within the first 5 minutes whether your flying skills are ready for instrument training or if they need to "send you back down to the minors" (read as embarrassing for YOU!). If you get in the airplane and you have a good feel for flying (whatever they put you in) a couple of things will happen: You'll impress them a lot more than being just another mediocre "pup" attending Embry Riddle. You'll advance through instrument training faster as a much more proficient and accurate pilot. Great flying skills and well prepared to start your IFR training the way Embry Riddle wants you to learn it vs. poor flying skills and "some instrument time" - whatever that means....That's a no brainer! A big part of being a good instrument pilot is doing things automatically - flying the airplane well is the first of these.