FoxMike

1800TIT on takeoff or in any other phase of flight indicates a problem. Detonation a possibility or just too lean a mixture. My TIT on Takeoff is not over 1400. First thing is to think back and make sure you taxied into position for takeoff with a full rich mixture. When I am taxiing I lean the mixture and before moving onto the runwayI lean some more. The idea is if I apply power without going full rich the engine will quit before I do damage. At full rich and takeoff power your TIT needs to e in the 1300-1400 range.

The rings in your cylinders constantly move around. Once in a great while, the ring end gaps line up and your compression goes way down. The only way to tell if that is the problem is to fly the airplane for 4 or5 hours. You might try this before you pull the cylinder.

Several years ago I had the same problem. I talked to both Mooney and PS Engineering and did not get a lot of satisfaction from either. Mooney had paid PS to create these verbal alarms but never carried through with all the wiring hookup. What trips off the voice chip is unknown to me. I had it happen to me once and shutting the radio master off after I got on the ground silenced the alarm. I could not shut the radio master off in the air as I needed to talk to the tower. This only happened once but I was concerned it might happen again. I was planning to buy a PS 450 later in the year so I bought it sooner rather than later. You might have a shop that is knowledgable remove the chip or maybe PS would do it. Good luck, I know what a annoyance that is.

You might try swapping your CHT probes around to prove they are reasonably accurate. Number 3 cylinder normally has two probes bayonet and gasket. Which are you relying on in flight? It takes some time and effort to swap the bayonet on #1 with another but the high temp might move. Proving the accuracy of the sensors is what I would try next.

I would suggest you lean to the TIT. I lean the engine to 1600dF and doing so have not had an exhaust crack. The picture shows your are 1378dF. If you leaned using TIT 1600dF I am sure the fuel flow will drop to a more acceptable level. I am an old guy so I am not in a big rush so I cruise around 2250/27 and FF is around 16Gal/hour. Gas mileage is around 10 NM/gal. I have tried different power settings and settled on this because engine temps seem reasonable. Oil temp always seems high which I think results from Mooney adding the wet head without replacing the oil cooler with a larger one. The wet head is a good thing as it picks up lots of heat and adds measurably to the oil temp.

I would suggest you look at the exhaust gaskets. You maybe be seeing oil coming out the exhaust because the exhaust gasket does not fit correctly. Do not over torque the nuts on the studs trying to stop the leak.

Have flown out of Leadville midday in summer in an E model. Technique is important. Leaning the engine to peak is tricky but necessary. Making small tweaks to mixture on the takeoff run is usually necessary. Low tire pressure is not something you think about much but make sure you do not have low tires. Wait for the airplane to get flying speed before you try to pull it off. If I remember correctly runway 16 slopes down hill slightly. If you need to reject the takeoff the runway is long enough to stop. The airplane will climb slowly so stay in the valley headed south till you get up to 12K MSL. Hypoxia can be a problem so having O2 on board is a good idea. Need to be on your A game. Don't forget to get your certificate from the FBO saying you landed at Leadville.

I had a couple of thoughts you might find useful. When you start operating 14-18K altitudes you may notice your oil pressure getting down near the yellow. A turn two on the oil pressure regulator should solve that problem. The other thought is where you will get O2. The FBO at RLG may have some but a friend who used to hangar up there brought his from his shop. Running over to EGE would be a fun flight but the O2 cost would likely be enormous. From what you said about your flight profile you will be using a fair amount. I have been hearing some horror stories about cost of O2. You might consider making up an O2 adapter so you can do it yourself.

I assume if you are basing at RGL and your concern is the occasional IFR departure. I have had my Bravo into RGL a number of times but never have had to depart IFR. If the weather is nice tomorrow you should fly up for an airport familiarization. It is tight around the immediate vicinity but after a good look around I think you will get comfortable with the terrain. A few years ago I did an IFR departure out of Rifle. Engine gets hot especially with above standard conditions. I normally climb at 120Kts. If your cylinders get above 400F things will only be that way for only a few minutes. I operate my engine very conservatively so unless the clouds force me to do a departure procedure I climb out VFR and call for my clearance enroute. Hot engines wear out faster but they run Ok while in service. Something to keep in mind Mooney, when they certified the Bravo only had to provide cooling for standard temp. plus 40F. Often in this part of the country we are operating at plus 50F. One genuine advantage of the Bravo is the wet head. It does provide quite a bit relief to the exhaust valve. Good luck in operating out RGL. The Bravo is one of only a few single engine airplanes that operates well in the Rockies.

Thinking about OSH 2024 at this late date? Bring a tent or try for a dorm room. If you want a motel room within 100 miles plan for 2025.

I have had a problem like this and found replacing the TIT probe solved the problem. The TIT probe works harder then the EGT probes so wears out faster.

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