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FoxMike last won the day on September 27 2018

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About FoxMike

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  1. When the Bravos got a 3368 gross weight, they exceeded the stall speed limit. Quickest fix was to remove the flap gap seals. The factory fixed the problem with new wing tips that increased lift enough so they stalled below 60kts.the later TNs could have the flap gap seals again. I wonder if the factory drawings for that wing tip included the M and R models.
  2. I just made up my own performance from observed data.
  3. I have never checked the airspeed loss due to rain but I know that it happens. When I was in VietNam and doing artillery calibration if we were shooting into dense clouds we used a timed fuse because the dense cloud would set off an impact fuse.
  4. Could be the piston rings ends all lined up. This does happen occasionally.
  5. There are several shops at CFO that can handle oil changes, Best to just walk in and introduce yourself. Not many Mooney speciallists but Ok to do the ordinary stuff.
  6. Inexpensive Jet? Their is no such thing. Low price= High deferred maintenance.
  7. You may have already done this but talk to the folks who did your annual and describe the problem to them. The trailing edge of the elevator is supposed to be bent down 7d. If you did not take your plane to a MSC someone might have thought to straighten it would be good. Lots of mechanics have worked on Mooneys but may not have experience with long bodies.
  8. You might consider some lube ( triflow) on the cable to cut the friction. I had the bottle outs the cable ws loose. Put a liberal amount of triflow down the cable twice. Worked much better when I got done.
  9. When I have reassembled my Bravo exhaust I have lubed the it with LPS Nickel Anti-Seize. Mouse Milk works OK but this Nickel product seems to work better.
  10. I wondered how many hours were on those cylinders. I am sitting here waiting for a FedEx delivery of new cylinders that I ordered the first of August. I have about 2150 on mine.
  11. Last time I filled my bottle (installed system) at FTG it was $60.00. Call the FBO to confirm price.
  12. On lots of occasions you bump into a little ice, change altitudes and problem solved. On other occasions your need to let down for an approach and find your airframe icing up. Handle the situation properly, again no problem. Unfortunately, you sometimes find yourself in a cloud with copious amounts of ice and ATC cannot assign you another altitude right away. When you get a new (higher) altitude you find climb is difficult maybe impossible with a load of ice. Regardless of the deicing equipment on board it requires a knowledgable pilot to employ the equipment properly and know when things are not going well. Landing an iced up airplane is another necessary skill that must be learned. Lots of things need to be considered when ice flying and equipment malfunctions really can run up the workload. Lots of variables in ice flying. So that is the problem what is the solution. I have owned a T210 that was deiced and a Baron with boots, and alky windshield. Both were adequate on most but not all occasions. I now have a Bravo with FIKI. The TKS helps a lot but you just don't turn it on and expect the ice to become a nonfactor. When it is real messy I find the turbo to be a useful tool. TKS fluid only lasts so long so you cannot sit in ice for long. Most of the year I do not find any ice but I have to eat into the useful load of the Bravo to carry the equipment and during annuals you need to make sure the system is in proper repair. Boots require a lot of maintenance and I used to think it took more time to keep them in good repair than the time I actually used them. If you really are traveling on a schedule consider TKS. I would suggest trading to a 231 with TKS.
  13. Her is one from a fall leaf peeping flight
  14. I have said this on other threads but will say it one more time. I am on my 5th Quartto which is the same product as the KI 300. A couple of the replacements have been for optional software updates but mostly I get replacements due to failures. The type of failure I have seen is due to upset in turbulence. I would suggest when you get the new indicator that you find some signifiant turbulence to fly through. In Colorado turbulence finds all pilots so acceptance testing is easy. I have found a minute or so in moderate turbulence will fail the unit. I have discussed this problem with the owner of Sandia and he takes my unit for 6 weeks or so and when I get it back it works. I have read of a number of other reports of owners have a turbulence related failures so it seems his unit has two identified failure modes. In my case the Quartto is a backup instrument. I have the KI256 as primary and will keep it until BK gets a reliable replacement. Good luck hope I the folks at Sandia will soon do whatever is necessary to make these units reliable.
  15. Trying to make recommendations for someone I don"t know is really difficult. If you have Ox equipment and mountain experience that is one thing, if not you need to be very conservative. Are your passengers Ok with some delays if the weather turns against you? Can they or do they want to handle turbulence? A direct route from KMYF takes you over the Grand Canyon. You have altitude restrictions to deal with and if you are IFR you need to be pretty high or no radar contact . If you are good so far a flying adventure might workout. You need to know how to correctly lean the mixture for takeoff. Sounds like you will have a full load and temps in April maybe getting warm enough to require leaning. If your passengers do not enjoy the flight they may not want to go others places with you. I know many pilots in Denver who spouse and kids will not go anywhere in an small airplane after a ride in the Colorado bumps.