donkaye, MCFI

The Bravo is a 2 person full fuel airplane. It is a 3 person 60 gallon airplane. It is a 4 person 45 gallon airplane. With FIKI, take off at least 15 gallons from these numbers. These numbers apply to all the long bodies including the Acclaim. If you're planning on long trips with 4 people, then the Bravo or any Mooney may not be the airplane for you. However, I've had mine for 26 years and would not have any other single engine piston airplane. It's the best single engine piston airplane out there in my opinion. I love the avionics package I put in my plane. When the GFC 500 becomes available next year, it is going in. In the meantime I'm ordering another new panel, and installing the Garmin GCU 485 Controller. Setting altitude and vertical preselect is just not acceptable to me on the TXi alone. When the GFC 500 comes out, I'll go back to my current panel and sell the 485, since the GFC 500 does the same thing.

I have the MVP-50 and its install time was about 40 hours. Top Gun, a Mooney Service Center, installed it and they have installed a number of them in about the same time. Installation worked perfectly. I have just upgraded to the new MVP-50 display and it is a big improvement in resolution over the previous model. The upgrade cost was extremely reasonable at $1,499 for a whole new unit.

Not withstanding the above, the Rocket has one of the craziest weight and balance profiles of any Mooney out there. A number have long range tanks, which make it even worse. Basically, it is a 2 person airplane. Even with not much fuel it will be out of CG Range with 3 people---but it is fast and has a great climb rate. I've attached an Excel file showing one with long range tanks. Play "what-if" with it and see the issues. wb Version 3.8 231 Rocket.xls

My case is different in that my airplane is down for over 3 months, but I did call XM and had the service suspended until the plane is back in the air. No problem.

Good luck running LOP on the Bravo, however, if you should do it, here is the spreadsheet showing power at various fuel flows. LOPFFvsHP.xls

Thank you for your comments!

It may come to that and I have contacted them and prepared them to act, but too many cooks in the kitchen spoil the broth. As a Real Estate Broker and Developer during another time in my life, I've negotiated many deals. I'm involved for the time being. Also, my policy doesn't cover loss of value, loss of use (?), loss of income, prorated insurance, and prorated hangar during the down time, so I'm not sure they would go after that for me.

This would not be a case based on principle, but on fact. I really don't want to get ahead of myself, though, because I really have had a good relationship with this shop, they've apologized profusely, and said they would put the plane back together better than new. I think I'll know next week how this is going to run its course, especially if the shop goes to bat for me with their insurance company.

I hope that is true in my case, but if not, I am prepared to do what it takes no matter the cost.

I'm not claiming any more than I'm entitled to claim. Regarding the "engine", I expect to be paid the removal, teardown, replacement, and shipping for the current engine, as if that were what I was going to do. That money will then go towards the new reman engine cost. The time I have on my current engine should not factor into this, except for the "loss of value" claim. The cost to repair the blades is estimated at more than the cost of a new propeller. I expect to be paid for a new propeller. The adjuster has stated in a phone message that the engine teardown cost and damage repair costs have been approved. I was in Kerrville last week training a new purchaser on an Acclaim Ultra and didn't speak with him directly, so I don't know if that included the propeller. I'll find that out this coming week. My other requests haven't been addressed, but it would be wise for them to agree to them. I hope to reach an amiable settlement. Wishful thinking? We'll see.

Slowly, but until it gets close to having the engine shipped (December 4th it is supposed to be completed) I have been biding my time. No loaner although I have been offered to use a couple of my student's airplanes if I need one. Right now I am in San Antonio having just completed my first training of a student in the new Acclaim Ultra. One nice airplane. I needed to be at 15" to get near 90 knots on downwind (gear and approach flaps) in the pattern. It just wants to go fast.

How long did it take to get the MT from placing the order till it came? What did you use in the meantime? Why did you even think about the MT in the first place? Thanks.

See the FAA Airplane Flying Handbook FAA-H-8083-3B Page 9-6: In airplanes with a fixed-pitch propeller, the throttle should be set so as to not exceed rotations per minute (rpm) limitations; in airplanes with constant-speed propellers, power may be set at the normal cruise or climb setting as appropriate. [Figure 9-3B] When I meet with the DPE, I explain how the student will do the Chandelle regarding power setting. Never had an issue with them.

There's no overboost on the Chandelle if you keep your power constant throughout the maneuver.

Chandelles aka "Bank and Yank" per the late William Kershner: 1. Set your HSI to a suitable course. Heading bug 90° from course left or right. 2. For constant speed prop leave power set once entry speed setting is determined. I use 110 knots entry to 70 knots at the end of the maneuver. 3. Establish speed at 110 knots. 4. Smoothly roll into a 30° bank. 5. After bank is established, immediately start pulling back pressure on the yoke at a rate such that at the 90° point the speed has bled off to 90 knots. 6. Begin rollout such that at the 180° point you are level and at a speed of 70 knots. To make this work perfectly, delay the rollout somewhat, otherwise you may end the rollout short of the 180° point. I'll usually rollout very slowly, and make the last 30° go a little faster for a more perfect ending to the maneuver. 7. Lower the nose smoothly, get back to 110 knots and do the maneuver again. 8. Do the maneuver such that you are always turning into the wind, otherwise you will find yourself downwind, way out of the practice area. This is a simple maneuver that improves your judgment in managing airspeed in relation to heading changes. After mechanically doing the maneuver as described, then it is more easily done using outside references in conjunction with the instruments. Lazy 8 aka "Yank and Bank" per the late William Kirshner: This is a beautiful maneuver when done slowly and smoothly with a maximum bank angle of 30° Once again I use speeds between 110 knots and 70 knots to make the maneuver easy. 1. Start the maneuver at 110 knots and find a reference point directly off the wing perpendicular to the nose of the airplane. 2. Start a climbing turn towards the reference point such that at the 45° point you have bank angle of 15° and a speed of 90 knots. 3. Continue the turn such that at the 90° point your bank has increased to 30° and your speed has decreased to 70 knots. 4. Relax the back pressure and begin to decrease the bank angle such that at the 135° point your bank angle is 15° and your speed is 90 knots. 5. Continue the rollout with increasing back pressure such that at the 180° point your speed is 110 knots, the wings are level, the reference point is abeam your wing, and your altitude is the same as your entry altitude. 6. This maneuver takes practice, but in a short amount of time you will find a "rhythm" and the maneuver will become easy. The other Commercial maneuvers are rather easy and fun. First practice pylons around a point, then advance to 8's on pylon. It's not practical to describe how to do the maneuver here. It's best to get the Kirshner Advanced Pilot's Book with great diagrams that show the maneuver. Steep spiral's and the 180° power off landing to a touchdown point no greater than 200 feet from your specified point round out the balance of the new maneuvers required for the Commercial. It's a fun rating and shouldn't take any more than about 20 hours. Easily done in the Mooney.

I don't believe the Aspen Max Pro is available, yet. If it is, I haven't seen one installed in any of my student's airplanes, so can't comment on it, yet. I can comment that the older Aspen's flight path marker cannot keep up with rates of turn much greater than about 20°. You are absolutely right, though. Comparing the Garmin G500 TXi to the original Aspens is like comparing a Rolls Royce to a VW Bug.

If you buy the Garmin OnePak, Charts come with it for both the GTN 750 and G500 TXi.

No! You can sell the WX 1000 for about $2,000. Get the WX 500 interfaced to the G500TXi, GTN 750, and GTN 650. You won't be sorry. With the WX 1000, you can look forward to repairs that could exceed the cost of the WX 500 in that you have both the old CRT and another box to worry about.

Well, maybe, but I have used both systems extensively, taught both systems extensively, and have been an Electrical Engineer on display systems in the past. Subjective? How about just a professional expert opinion then?

My airplane has 3895 hours on it. It was on its 2nd engine before the shop mishap a couple of weeks ago. Shortly, it will be on its 3rd engine. The turbo on the first one lasted about 1300 hours before I began hearing hissing noises. Somehow the blades got chipped. It was overhauled. Awhile later the waste gate needed to be overhauled. On the 2nd engine, I proactively overhauled the turbo, waste gate, and controllers at about 1300 hours again. The controllers never controlled properly on descent. So, from experience, I would overhaul all turbo components including waste gate and controllers at half TBO at a time of your choosing rather than having to do it at some out of the way place at a time NOT of your choosing.

I have the G500 TXi, and vouch for its worth. There is absolutely no comparison between it and a couple of Aspens. If you're NOT going to get the GFC 500 when it becomes available late this year or early next year for the Mooney, then I recommend that you get the GCU 485, unless you like the PFD on the right side and the MFD on the left. Reaching over with your right hand to set GPSS, ALT, and V/S is clumsy. I've changed my screen to right PFD and left MFD but didn't like it, so reversed it again. I wish I had purchased the GCU 485, and would change my panel once again to add it were I not considering adding the GFC 500 next year which essentially would take the place of the GCU 485. If you add the GCU 485, place it in a comfortable position for control with your right hand.

At that price you ought to sell it as a cheap timer.

Link, too?

No, just the GAD-29.

I'd much prefer the GFC 600 because it is an integrated unit and doesn't require the G5 and some other stuff, but Garmin seems to have no intention to certify it for the Mooney. I've asked multiple times and the answer is always, NO.