FoxMike

Could be in bumping the mic jack you have slightly bent the connector. Try the cleaning others have suggested and if it does not work replace the connector. You might look into rudder pedal extensions to move you back a little to prevent your hitting the jack.

I was concerned about TKS fluid causing corrosion back in the first years I owned the Bravo. Years ago several well known shops said that they were finding corrosion is some odd places on TKS equiped airplanes. These shops just suggested the fluid might be corrosive. That idea has been pretty well debunked over the years although I have not seen any scientific data on the subject. I remember at a Mooney convention we had a pretty good discussion about it at the Saturday Banquet. I have not noticed any corrosion problems anywhere on the airframe and the plane was built in 99. What I have found from operating TKS for the over 16 years is the heim bearing on the rudder and elevator in the tail of the aircraft need replacement every decade or so because the fluid runs down the rudder and into the tail and washes the lube off the heim bearing. Not a real big problem but something you need to watch.

I owned a 78 T210 that was booted but not FIKI. Never had a problem with ice. On occasion had 5 adults on board with 90 gals. Good airplane but shopping for a good one is a long an arduous process. Good luck!

One potential problem with a top strobe is back scatter into the cabin especially in the clouds at night. you may want to set it up so you can tun the top beacon off separately. Bottom mounted beacon is less of a problem.

The missing piece is a rubber strip. A Mooney shop could get some for you. Might be a little hassle to install it but any A&P could do it.

Have been operating a Bravo for 15 years. Taxi with mixture lean. As you pul into position on runway mixture goes full rich. On final I always have the engine at less than full rich and do not use the fuel pump. Hint if you ever needed to use full power for a go around you would be so far out of trim that would stand a good chance of stalling the airplane. If you need to go around use partial power until you get the trim set. The airplane will do a fine go around on part throttle.

Years ago I replaced the factory cowl seal with a silicone material. Head temps dropped more than 25dF.

I talked to both BK and Sandia at OSH Tuesday. Sandia offered no information. King said its coming but no date. I am genuinely disappointed. Neither will admit who is doing the software tweaks to get it certified. I guess it will be done when it gets done.

I have a new engine mount that I bought at an auction many years ago. It has been stored in a dry basement for years. Gussetts need to be welded on. I could bring it to OSH for delivery if it were purchased. I will add a picture tomorrow. Part number 590000-505. Asking $450.00.

I have been into OSH many times in a M20E. Conditions very a whole bunch over the week. The grass/taxiway can get badly rutted and you can be directed onto some slopes that will challenge your propeller clearance. Usually things are fine but risk exists. Taxi slowly and try to keep moving. Sometimes traffic will force you to stop but try to anticipate and space yourself out behind the aircraft in front of you . The 500x5 nose wheel can be a problem so be careful . Also practice slow flight so you are comfortable for the long approach.

Order half the pizza you think you will need and let the shop know you will place a second and third order a little later.

I installed a Quattro several years ago in place of the T&B. Works OK although I have never had to rely on it. I had problems with it at first but new software took care of the problem. Having backup altitude is the feature I use the most. The KI 300 is a Quattro with more software and a pigtail.

One risk to buying and storing parts is the potential of an AD note applying to some of the inventory. I think you have a reasonable plan if you start collecting maybe a year or so prior to overhaul.

I wonder if on Monday when the location of the tent is known someone could post to this thread the location. It may save some shoe leather.

On the exhaust side of the intercooler duct you should have a thin piece of stainless riveted to the duct. On your airplane a careless mechanic probably destroyed it.

I will offer you this bit of advise. Bravo's are great airplanes. They can really handle the weather if properly equipped. The thing to be careful of is stretching to far financially to reach just the right Bravo and find after you own it for a while that needs big ticket maintenance. Exhaust maintenance can easily run 3k. Leaky tanks 5k. New Ox bottle 2k. New donuts 1.5K. A good prebuy will uncover some of the problems but not all. After you make the seller happy make sure you have some reserves to cover the inevitable.

For the last couple of decades I have installed only new vacuum pumps. I have not seen any of them fail until they hit the 1300hr mark. Your system may need a small adjustment of the regulator or you might just not worry about it. If you have a backup pump that gives you good redundancy.

I do not think Canada has implemented 8.33 yet. I understand Europe has so you must have 8.33 to operate in Europe. I would guess that shortly after 2020 the FAA will implement so they can start using their datalink system.

I am planning on attending and will be bringing 4 friends. If you are wondering, to afford to operate the TLS I had to add an extra row of seats.

The first 1200 hrs on the engine it transferred 1 qt/12hrs to the belly. I had to replace the crankshaft at 1200 due to Textron's inexcusable screwup. The shop that did the overhaul did not get the oil control rings tensioned right so I now transfer 1 qt/6hrs to the belly. I am told by several shops that oil control is a problem with this cylinder.

Could be a rounding issue or on the ILS could be an alignment issue. Hardly worth the time to figure it out.

Looks like a tempting deal in some ways. Shock discs need replaced about every 6 years. Might be an indicator of the maintenance history. Exhaust system cracks? Any corrosion? Any damage? Who are your partners and are they knowledgeable about flying turbo systems. If not plan lots more maintenance cost. From experience I can tell you this is a very capable but expensive airplane to own. It takes capable, current pilots to manage the airplane well which keeps the cost down.

There was an AD note against the fuel pump years ago. Pump could leak so every so many hours it had to be inspected for signs of fuel stain. The problem you describe could be a fuel servo that is wearing out or a mixture cable that is worn out. The end of mixture control that attaches to the fuel servo has a ball which when worn out can cause slight jamming that is overcome by engine vibration. Sounds like a problem that needs to be solved.

I heard Roy LoPresti say the deice shoes on a prop. would cause about a 3kt loss of speed due to loss of prop efficiency. He was speaking about the gains and losses of changes made to the 201.

231LV, You wanted advice on the return trip. You will likely find that a stop in Columbia is not possible. We planned a stop in Cartagena but were unable to get insurance coverage. It was about 4 hour haul from Willemistad to Panama City all over water. You get a little help from the tradewinds but not much. As an alternative I might suggest you might leave Willemstad and head to Santo Domingo, Dominican Republic. If you like history this is a great place. If you could plan it right you might be able to join a tour of Cuba with either the Caribbean Flying Adventures Group or the Baja Pilots. I visited Cuba a couple of years ago and enjoyed the trip, especially the rum. Be advised landing fees are in the hundreds. On our trip we moved the airplanes but if I were doing it again I would use ground transportation to see the island. Lots of US rules to comply with if you try to do this by yourself. The trip home through Central America is not that difficult but needs to be well planned. Lots to see in Panama City and Guatemala. You have to stop in Tapachula, Mx. by law and once entered you may as well look around. Mexico has APIS like the US so you need to comply so take a computer. Well there is a little food for thought. I must compliment you on your choice of a spouse. Most Mooney pilots seem to have trouble getting their wives to buy off on a trip like this. BTW If you have Foreflight you lay the whole trip out with mileages and some information on FBOs. AirNav also has some information.