Danb

I recently had a leak with fluid running out of the belly. It as a fitting on one of the nylon lines, which I had to replace. I’d take a good look fluid goes where it wants sometimes all over the place.

I had my Bravo a 2005, from 2006 through 2023, only used aeroshell multi plus cam guard with no issues, changed oil every 25 hours or less great compression etc, engine was still like new when I sold it last year. Since my Acclaim has a continental which dislikes aeroshell I’m told so I use Phillips multi in it. Hopefully with same results as my lycoming had.

I see Don is looking quite dapper..

Don when I get over to the hanger I’ll take a couple pix and show D

I’d first clean the nose gear area so then you’ll have a better idea when and maybe where it’s coming from.

Why not, as u know the first hour is the most critical

With all due respect I went purchasing a new,newer, plane last year we checked out the cirrus in detail, my wife clearly told me she wouldn’t fly in that piece of crap..Mike Elliott can attest she bought my 2016 Mooney and Mike did my transition. Not making it about the plastic planes I really liked the TTX, I didn’t purchase one based on a Cessna station advising me how much my annuals and maintenance may cost. The high majority of newer pilots wives >>about 10-15 years ago purchased the chute of which the plane came with it. I agree they do market the life style although originally it was the Cirrus way of safety pushing the safety aspect at the spouses. D

I’m unbelievably jealous of the skill and knowledge you possess D

Bigger difference Mark is the famed parachute, this seemed to doom the rest of the general aviation fleet. Their model is pretty interesting setting up those that can purchase a million dollar toy and be able to slip into the Cirrus Jet with minimal transaction. Tough to beat 150 knot machine up through the Vision Jet 280 knot with ease.

Don when I installed yours they were not tight enough where they antenuate properly, I tried to tighten the screw in but can any suggestions maybe adding a sliver of thin metal tape and retighten they are nicely made and want to use them. D

Kinda agree to get started in a plane simple enough to concur the principles of flight before getting into complex issues like landing gear complex autopilots and systems. I started in a Cherokee 140 rental for nine hours and one month I rented a block of ten hours of time, being an accountant and a dumb one at that I calculated that I shouldn’t pay for rentals, I already fell in love with flying so quitting wasn’t going to happen I bought a Cherokee 151 and got my PPL so after almost a year later and 147 hours I bought a 1977 J to get my instrument rating in even though I had a year and about 150 hours it was quite a transition but a good idea building time learning a complex plane and getting my IR in my Mooney now 40+ years and 4 Mooneys later I’m still flying Mooneys I thought the ‘77 was a forever plane wasn’t buy the Mooney line of planes were. It’s seems difficult to say especially when I was a young one to say I’m buying my forever plane, things change. A client of mine bought his forever plane a nice single had engine failure and scared him into NOT flying in a single engine plane he now a a twin. Stuff happens and changes occur D

David as Fritz mentions I’d dry off all the damp spots most likely TKS fluid not condensation it’s a PIA to find it all mine was drenched from the 5\16 tubing coming apart. Good idea spraying the rod ends, wish I thought of that before putting it back together. D

Well the two previous statements beat me to the show, your already purchasing a plane on condition that the engine is on borrowed time I’d consider all the hours you fly is a bonus, consider ordering or getting on the list for an Engine o/h or purchase. I’d get a quality pre purchase inspection by a Mooney mechanic who knows where to look for corrosion and other Mooney specific issues. If the plane meets this buy and be ready for the exchange. You mentioned good avionics which are big dollars I think your ahead of the game especially if you can get 2-300 hours of free flying D

I’d get a helper to help remove the belly, I did last week when wonton TKS, just unlock fasteners, let it drop on you loosen the antenna cables and set it aside, while it’s off a couple coats of wax or ceramic is easy. Reverse don’t forget to fasten antennas. Most of the removal is simple, get a copy of maintenance and parts manual BTW I’m 75, a CPA not very mechanically inclined but do what I can within my pay grade. D

How bout when 100LL is gone, enjoy everything while we have it..

Hey great news on your new arrival, Sam had issues with my TKS also on my ferry flight. Anyway I’d contact Jason @CAV he helped me recently regarding a leak which I fixed over the weekend. CAV is awesome Jason Jennings….J.jennings@cav-systems.com direct te. 913-738-5397 good luck welcome to the Acclaim club. Dan

Steve you ever get your four folks? D

Yep I own one, great two person plane.

You lost me on that one Paul..

I’ve been trying to get guys from kilg out to lunch hasn’t worked yet, years ago we had 5-6 planes go out most weekends

As did my ‘88 J

I never could spell Rich.

Since it has Canadian number it could be problematic, I’d get ahold of a reputable MSC who has knowledge of a DER who you could work with. I went through this 10 months ago but my plane was 7 years old with no stcs changes or alterations which made FAA acceptance not much of an issue.

I’m in Delaware and have an acclaim you could check out D

Mike I took off the belly and that was the culprit, it appears he just stuck the line on and didn’t clench the fitting. That’s the first time I tried it in flight, took hours to clean under the belly etc. Jason from CAV gave me good advice, the line was to tight in length there has to be at least 3% extra in length and the olives, compression fittings need to be clenched on, Weber is lending me a tool, then it will be fixed properly.