FoxMike

I just installed the magnetometer about 2' behind the oxygen bottle (right side of the tailcone). Not easy to install but seemed to have little interference in that area. Wiring not done yet so it will be next week before we can text and calibrate it.

I have 525A system that will be removed in the next couple of weeks. Bob Bramble overhauled the unit several years ago and and I have used it for about 500Hrs. The unit has 2300 total hours. I keep my 1999 Bravo hangared so the unit has suffered little over its life. 525A was factory installed in 1999. Let me know if you have interest. I also have a KI 256 again overhauled by Bramble at the same time as the HSI. Planning dual KI 275 install in March. Want to talk my number is 303 886 4575.

The marginal cost of flying a turbo airplane depends entirely on the pilot/owner. Turbo airplanes have more parts that need maintenance and overhaul. Spend some time learning how to operate the engine you will not find the marginal cost of a turbo to be that large. Realize that Mooney was required to provide adequate cooling for ambient temps standard +40F. Many summer days in the Rockies the temps exceed that so you need to be cautious. I have been operating turbo airplanes in the Denver for more than 40 years and prefer turbo to NA. A J model works ok around here. My wingman owned one for many years but once he got into a K model he never looked back. Good luck.

My Bravo is a 99. When I hold the baggage light switch, the battery charges a capacitor that lights the light for 45 seconds or so. The light then goes out. Mooney went to this because a lot of batteries went dead when the light got left on. Great idea.

Brushes in the motor or low voltage into the motor.

Out of curiosity what was your neighbor driving a gas truck?

When the steering horn gets worn out you can get enough play to cause the nose wheel to vibrate excessively (wildly). This can lead to loss of control during landing. No matter how skilled the pilot the airplane can easily end up in the weeds. Best to get the problem solved before you end up in the weeds. Sometimes some shims will tighten the steering up but it usually takes a steering horn repair or replacement.

I had a basic med for a while but I wanted to go to Canada so I went to a FAA doc and got a 3rd class for the trip. That was years ago and I have given up the basic med and get a 3rd class every couple years. I never could understand why the special issuance route is is such a burdensome way to a medical. If the FAA offers special issuance they should have the resources to provide the service in a reasonable time and at reasonable cost to the pilot. Requiring expensive testing every couple of years is mostly ridiculous. In your case I would get a basic med and if you get a special issuance then you can choose which to keep. Sometimes the initial special issuance is tough to get but in ensuing years things smooth out.

A couple of years ago I piloted a couple of flights of an Ovation that Duncan was using to install an Aerocruz 100 for flight testing. I never heard if they got the STC approved.

Tachometer quit on return trip from OSH. I wondered if anyone knows where I could get a new sensor or a used one from someone who has removed the Moritz gauges. The sensor is attached to the magneto and counts the revolutions of the magnets in the magneto. I am guessing that this is the problem.

I took a look at my V clamp yesterday. My Bravo is a 1999 and I found the V clamp to be riveted. I wondered if other Bravo owners had riveted V clamps. I called a service center and they told me the part number called out in the parts manual was no good but the alternate number (Textron number) was still good. Of course they had no stock. I am pretty sure this is the originally installed V clamp and after 2300 hrs still looks serviceable. I have not had much good luck this year but things maybe looking up.

The screw hole in the collar is not in the center of the collar. The collar must be correctly placed. In other words the collar can be misassembled by placing it upside down. The handling of the airplane can be affected if the collars are not positioned properly. The nose wheel is particularly problemmatic. Worst case could be the airplane might end up in the weeds on takeoff or landing.

I overhauled the engine is two steps. Soon after I bought my Bravo I got a call from Lycoming saying the engine was subject to a new AD requiring a new crankshaft. Lycoming sent me a new crank and overhaul kit for $2K. At the time I had about 300 total hours on the engine so I set aside the parts and flew until I had about 1200 on the engine and the age of the engine was 12 years. At that point I had to overhaul to get my IA to sign the annual. I had the shop do the bottom of the engine and most of the accessories and new hoses. I had the cylinders honed and put the cylinders back on. Flew the airplane till I got over 2K on the engine. I decided to order new cylinders and waited more than 6 months for Lycoming to deliver them. The original cylinders were still doing ok and I was thinking that I should have overhauled them. Anyhow with just over 2200 on the engine I put the new cylinders and sold the originals to someone who overhauled them and I guess is still flying them. I think if you fly often and use reasonable power settings TIO 540 AF1B will go close to 2500 without concern. If you push hard or do not fly often you had better think of an overhaul not long past the 2000 mark. The biggest problem with this engine is the exhaust system. Poor design in my opinion.

I have one that I am willing to sell. The pump is still in good shape I doubt it has been used for more than a few hours. Send me a message if you are interested. Walt

Used to be a service called Ship Sticks. You sent your clubs via FedEx or UPS. I have not heard any advertising about them for several years. You might check them out.

I had a problem with a slipping starter on a TSIO 520. To make a very long story short slipping traced to Aero Shell 15-50. Walt

CFO hangar's are pretty full but you might keep an eye out for hangar on that airport. Walt

I been in and out of Glenwood Springs in my Bravo several times. Not the best place for learning mountain flying. The Bravo uses most of the runway as Don says so you need to have everything going right as their is almost no margin for error. Many years ago the FBO in Glenwood had a Mooney M20F. He landed a little short of the runway and rode the airplane down the cliff to the rivers edge. He lived but I do not think we was not able to fly again. Demanding airport for Mooney Drivers.

Let me add a couple of thoughts. Someone mentioned a flying school near Johnson Creek, Id. Do not waste your time there. They are teaching techniques to allow the pilot to use back country airstrips (grass, gravel and rough). Mooneys generally and especially Bravos are not suited for those airstrips. I heard of a guy who showed up in a J model and they refused to train him. The Bravo is a good weather airplane and works well over the Rockies. I have flown mine IFR over the rocks on more than one occasion.

You might look at the webpage for Colorado Pilots Association. They have an excellent Mountain Flying Course. Unfortunately the last class was taught this weekend. You might be able to contact one of their instructors and work out some instruction. Their is a lot to know about flying in the mountains so plan for at least one full day of instruction. A "quickie" mountain checkout is really not sufficient.

I just read a thread on BT that was asking about FBOs and customs at Provo. Only information provided by others was they had good treatment from Provo Air Center and Blue Heron. No pricing was indicated but discussion was among jet owners. Foreflight says Provo Air is 1 649 3394101 and Blue 1 649 941 8000. If you check it out please report back. I just checked both FBOs have websites. Provo Air has lots of information.

I have always stayed out of the T&C. I admit it looks beautiful from 10K gazing down on it. I have researched it several times and have concluded the cost to fly a piston airplane there is far too high to make it practical. I have been to the Dominican Republic on several occasions and found it to be a better value. I met a guy who owned a motel in the T&C and could not stand the business climate so he moved to St. Thomas. You might contact the Caribbean Flying Adventures (they show up at OSH) and get some recent information.

Someone asked how I thought I damaged my shoulder. In my case I got drafted right out of college. My draft notice arrived at home before I got there. Lots of pushups had to be done before I got shipped off to Southeast Asia. I should sue the government for the abuse. If you have shoulder surgery pending I would recommend you buy a cheap sling so you can practice day to day tasks with the use of one arm. Was helpful for me. One thing that has been emphasized to me is the need for physical therapy. Find a therapist who has experience and plan two or three sessions per week for months. I have heard of folks who have not taken PT seriously and do not get a good outcome. A few need another trip to the operating room.

I just had my old shoulder ripped out and replaced with metal. I am about 5 weeks out and was sitting the airplane yesterday and found I could operate all the controls. Replacement was right shoulder. I cannot reach battery select switch comfortably or overhead switches. Repair surgery may require more time. I am not quite ready to fly and will take an observer who can help out when I am ready.

Have ben OSH many times. Camping is OK depending on weather but you might try to snag a dorm room. Reason is airfield may fill up so you will have to go to Fond du Lac or elsewhere. You can camp at KFLD but then you will be riding the bus to the show. If you leave from Houston on Friday you will be late getting to OSH which means the field may be closed for the airshow. If you get into OSH getting out after the Saturday Airshow can be a real traffic jam. Much better to plan a Sunday departure. Weather can be a factor which can cause more delays either or both ways. I normally plan Monday departure, Tuesday/Wednesday at show and Thursday home. I do not go into OSH anymore as departures are so unpredictable. You might want to leave on Thursday to give yourself a little more time at the show. It really is a great show and for a first timer 3 or even 4 days would be worthwhile. Have a good time if you go and plan as best you can for the unpredictable.