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wolftimj

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  • Gender
    Male
  • Location
    Rockwall, TX
  • Reg #
    N9159C
  • Model
    1997 M20M

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  1. Parker, Not sure it's an upgrade per se as it's not a Mooney, but it's got a PT6 on the nose and stinks like Jet A. Lol. After all the grief I gave my friends in their cute little Pipers.... I got a Meridian. Tim
  2. Hey guys. Very happy Bravo owner putting her up for sale. Been a great plane, will miss her. 1997 model built in 96 (is the new style composite interior). FIKI TKS, 1100 on factory new engine, at All American Aircraft Sales in San Antonio. Dual Aspens both with batteries, Garmin 430/530, GDL69 XM, Garmin GMA350, GTX345 transponder. Audio with front/rear aux inputs, KFC150 with altitude preselect, Stormscope, Ryan TCAD, Bendix radar altimeter, Garmin 796 on yoke hardwired/cross fills from 530, new Kevlar O2 tank two years ago, LED landing/taxi/recognition, King DME and ADF, GAMI injectors, Shading fuel flow, EDM 700 engine monitor, Tanis engine/oil heater, and speed brakes. No damage history, hangared in Texas since new. Everything works, strong engine, flies regularly. Electric tow bar will go with plane. Email me if interested: wolftj (at) mindspring.com, I don't monitor this board very often.
  3. Hey guys. Very happy Bravo owner putting her up for sale. Been a great plane, will miss her. 1997 model built in 96 (is the new style composite interior). FIKI TKS, 950 on factory new engine, at Maxwell's getting annual right now. Dual Aspens both with batteries, Garmin 430/530, GDL69 XM, Garmin GMA350 Audio with front/rear aux inputs, KFC150 with altitude preselect, Stormscope, Ryan TCAD, Bendix radar altimeter, Garmin 796 on yoke hardwired/cross fills from 530, new Kevlar O2 tank a year or two ago, LED landing/taxi/recognition, King DME and ADF, GAMI injectors, Shading fuel flow, EDM 700 engine monitor, Tanis engine/oil heater, and speed brakes. No damage history, hangared in Texas since new. Everything works, strong engine, flies regularly. Electric tow bar will go with plane. Email me if interested: wolftj (at) mindspring.com, I don't monitor this board very often.
  4. This might be a little premature for several different reasons, but my 1997 Bravo might be for sale here shortly. I'm getting one of those turbine Mooneys made over in France to replace my beloved Bravo. My plan was to get the current plane spiffed up a bit at a detail shop up in Oklahoma City, then put it on the market hoping my search for the right TBM would come shortly afterwards. If you're interested you can email me at wolftj@mindspring.com, and you can ask Don Maxwell about the plane, he's the only one I let work on her (N9159C). The short version of N9159C: Dual Aspens, 530W, 430W, 796 on yoke with cross fill, Ryan TCAD, Strikefinder, GDL69, GMA350, Radar Altimeter, FIKI TKS, KFC-150 w/ alt preselect, KT76C, EDM-730, Shadin fuel flow, King ADF and DME, 730-ish on new engine, 75-76 on all cylinders last annual, flies about 200/hrs a year, NDH and complete logs. Tim Wolf
  5. Lost another one and none to be had. Thanks once again CAV Aero! This leaves only one that hasn't come off yet, I'm going to pry it off and stick it back on with some tank sealant. Grr.
  6. Another dead battery via baggage light story. Batteries fine after 12 hours of flying... Anyway, several people have said that newer models have a timer. I have a 1997 model without a timer. Can I install one? Part number? Where do you put it? Tim Wolf N9159C
  7. I've been flying around in my Bravo for about 4 months with one missing. Put a piece of duck tape over the tube so it doesn't get bent. Just got my replacement last week. Technically legal? Depends who you ask and surely you will get staunch supporters of both legal and illegal on this board. My trusted friend and MSC owner didn't think it was a big issue so I continued to fly, although I wouldn't take any Angel Flights or similar during that time period.
  8. I think I'm going to measure them all each time they are cleaned since it takes about 10 seconds to do. I try and clean mine every third oil change or about 100 hours, or about twice a year. Tim
  9. Just a follow-up. I started this thread after experiencing a high altitude miss. The problem was corrected. 7 of the 12 plugs had higher than acepatable resistance (from 10k ohm to over a million). Replaced all 12 plugs with new Autolite fine wires. Problem corrected, verified up to FL250. All the plugs that were bad were Champion fine wires with about 400 hours on them. Mags looked at and timing rechecked but nothing out of spec there. All advice, right and wrong, appreciated. Tim Wolf
  10. Bravo has pressurized mags. Obviously need some repair, looking for known problems, hence this thread. Note of caution: Do not attempt to do in-flight mag checks for high altitude miss diagnosis. Very often high altitude misses turn into crossfires. Crossfire is when the electrical energy from a miss-fire finds a path of least resis- tance in one of the electrodes next to it. A mag check while attempting to diagnose which magneto is miss/crossfiring can lit- erally blow the exhaust system into pieces. This is especially true of turbo-charged engines. Mag checks at even low cruise power settings will over temp most cylin- der and exhaust components.
  11. I have a 97 Bravo with a 400 hour new engine. Runs great, starts easy, pulls hard, nothing odd on the EDM during flight or run up. Last couple flight level runs I had a intermittent miss at 21,000 or higher. It wasn't constant enough to show on the EDM, but can feel it occur 2 - 5 times per minute. As is quite clearly spelled out by Lycoming, I have not tried a mag check at altitude, and won't. Anyway, anyone else have this problem before and then found the solution? Lycoming service docs suggest a mag problem. Anyone? Tim Wolf
  12. I am an iPad and iPad2 owner, as well as Xoom tablet and various varieties of other Android and iOS devices. I own a company which writes apps for both Android and iOS (iPhone / iPad). What do I use in my plane (was a J, now a Bravo)? A 696, maybe trading to a 796, maybe not. And I do have Foreflight and Pilot My Cast on my iPads and iPhone. Try and read an iPad in direct sunlight... They are pretty cool though. Garmin is keeping my business.
  13. Another vote for approach flaps for all but short or soft field. Fewer configuration changes, easier to control in the clag if you have to go around.
  14. Nothing that hasn't been said here already; just sold my 82 J. Always did 160 - 164 TAS at 6k to 11k (depending on local atmospherics). Something's not right, probably a few things for that big a miss. I'd start at a service center for a rigging adjustment. Don't assume things are as they appear. Just bought a 97 Bravo. The rig was off, as was the Aspen so the slip/skid was wrong. I was flying sideways. If you're anywhere near Texas give Don Maxwell a call, he'll straighten her out.
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