wolftimj

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

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.

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.

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

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.

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

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.

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

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

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.

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

Hello? Tap tap tap...

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.

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.

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.

1997 Bravo... What's the easiest way to empty the TKS tank (besides pumping it all out on the hangar floor). How often should I run the system to keep it all "wet", assuming I am flying it about 200 hours a year.

Thanks for the input but I was really looking for a knowledgable avionics installer's 2 cents, I've tried all the obvious user level stuff to no avail.

Preface: Long time owner and user of 530W, technically savy to some degree, already researched this with a hypothesis only, have found no documentation to confirm my suspicions... Got a new Bravo with a 530W / 430W combo, dual Aspens, TAS610, GDL69A, WX-500, KFC-150, etc. On the 530W the configurable data field was set to fuel flow by previous owner. I wanted the normal VLOC window that shows the VLOC ID, distance and radial. In the aux pages/data field configuration where it should give the option for VOR /LOC Data, it has VOR Radial instead. I have a feeling the unit needs a software update. The main unit software is 3.3, but the VLOC version is 2.2. Am I missing something simple or do I need a software update? Thanks, Tim Wolf

A couple hundred bucks at my avionics shop. Took about 90 minutes.

Thanks thinwing, although you've combined posts from myself and someone else talking about scuba and Nitrox training, that wasn't me. I was just giving sound information to use in conjunction with common sense. Nothing in medicine or in life is absolute, that's why we practice... this has gotten completely off subject and many assumptions that I never typed have been interjected. And yes, mouth breathing is obviously not compatible with the pulse demand systems since the negative pressure in the nasopharynx is what triggers it, I guess that point was not expressed by myself, assuming that was obvious. Never assume... Simple question. I have a new Bravo. I do not have ANY oxygen equipment other than what is installed in the aircraft. I do have access to medical nasal cannulas. I am going to pick up the plane in two days. IF I wanted to use the cannulas I have instead of what may or may not be there, can I, and how can I? After I get it back... it appears there is some concern about the use of the O2D2 in the Bravo...? Anyone? Anyone? Bueller? Bueller?

As I said, without sinus blockage mouth breathing with a nasal cannula is as effective as nasal breathing. I guess the only exception to this would be inhalation through the mouth then exhalation through the nose. I don't know what you experienced, but the laws of physics don't change in an aircraft. Take it or leave it, but it is well documented and current medical knowledge. If you have sinus problems, wear a mask. Easy enough.

Thanks for the replies. I think some info might help after reading them... I am a 15 year Criticial Care Paramedic so this come from lots of training and experience; Nose breathing is not required with nasal cannulas of any design. The cannula fills the oropharynx and nasopharynx with oxygen which is then drawn into the lungs when a breath is taken through the nose or mouth. Unless you have very congested sinus cavities, nose breathing will not improve your oxygen saturation over normal breathing. People with moderate to severe Chronic Obstructed Pulmonary Disease (COPD) probably would be better off in a pressurized cabin than using one of these systems. The lack of humidity combined with the decrease in CO2 by volume in inspired air could cause discomfort or worse. The explanation of this is easily Googled, just an FYI. Pulse oximetry is a good tool, do not become too reliant on it though. A normal pulse oximetry reading on a person displaying confusion, headache, lethargy, etc. should be considered hypoxia and the flow of oxygen increased and/or cabin altitude decreased. Here's another little tidbit to make you nervous... studies have found that pulse oximetry has been shown to display elevated saturation levels in the presence of elevated carbon monoxide. Nice huh? Smokers usually have an elevated level of carbon monoxide. That along with the condition of their lungs and a little altitude will increase their need for oxygen, and an otherwise normal to low-normal pulse oximetry reading might not be good enough for them to maintain normal mentation. Ok, too much info probably. Most important point; everyone is different. Some need lots of supplemental oxygen at sea level to maintain, some can go up to the high teens without any and they're fine (not legally in our case). Use an oximeter as a tool, but look and talk to the person it's attached to to determine if they need more oxygen than they are getting. In our business the saying is, "Treat the patient, not the monitor." Speach over. Go flying and have some fun. Thanks again for the replies. Tim Wolf, CCEMT-P President, Rockwall County Emergency Medical Services

Just sold my baby, 1982 M20J, and bought a 1997 Bravo. Going to pick it up Friday. I want to bring some new cannulas with me since I am unsure of the condition of what is in the plane, and the level of booger encrustation on the nose pieces. Eeesh. What I can't find is definitive info about exactly what I need to use the factory installed Scott system. I have new medical cannulas. Can I use those somehow? I just want to be 100% sure I have two that work so we can get back from the other side of the Rockies without having to worry about it. Plan on buying the Mountain High O2D2 system when I get back, this is just for the flight home after the delivery inspection. Already have a pulse oximeter too. Thanks.

UNDER CONTRACT

Me and my '82 201 are based in Rockwall (Dallas suburb, F46). If you want a ride, your welcome anytime. Of course this thing may sell soon, so the offer stands as long as I have it, then it might be a ride in a Bravo. Either way. Tim Wolf tim.w@apps4ems.com