thinwing

Not sure how I missed this topic..a couple years old now I see.5800 hrs for me when delivered the cashiers check for my Bravo.Previous aircraft sinc pvt fall of 1980 were (in order)stinson 108-3,maule m5 235,Beechcraft baron d55,Lake 180 hp buccaneer,shempp/Hirth ventus B 15m glider,Pitts 180hp S1S,Bell 47 G2 helicopter,Husky A1B 180hp on wipline amphib floats.Along the way I have earned Glider winch and aerotow,single engine sea,Multi engine airplane, .instrument airplane both single and multiengine,rotorcraft helicopter ratings to legally fly all the above stuff.So in 31 years of US,canadian,mexico,carribean,central and south america and a few in Alaska,the bravo has been the most capable ,all weather ,reliable transportation I have owned and look forward to owning her another 10 years...sinc kp couch

also when you change your main tires out...that is the time to grease and check main bearings and you should know how much preload to place on the castellated axel nut...this is typical own annual stuff....new to you right???..kp couch

dave..before you jack up your bird like that..next time you are by ksac...why dont you borrow my jacks and while we are at it i will show you were the red dot is supposed to go when you balance the tire...kp couch

good point..all these checks are right in the service manual...kpc

not hard at all..a flat bladed screw driver and a gentile touch..kpc

either way,still pretty easy to check induction system to rule out no blockage....kpc

With the amount expense and effort on this bird...go with the most capable autopilot even if you are not IFR rated now...because you will be at some future point..kpc

Actually i can see how a "short mooney landing "thread can evolve into a stall /spin discussion since we are talking about slowing down the heavier later model year Mooneys to land comfortably in less than 3000 ft.After reading all the reports of Bravo owners not feeling comfortable in short field operations..I can add my voice in agreement..A fully loaded tks bravo is a ground lover pure and simple and there is no amount of speed control that will change that for me.Having owned and flown stinsons,supercubs,m5 maules,huskies,Barons,Pitts s1s,the Bravo is a whole other animal and agree spinning one is akin to starting a Bar fight in a room full of gang members.Besides,if i really want to land short we need to talk about a whole nother catagory!!sinc kp couch

Dang...right in the middle of hunting season and me with montana Elk Tags....take lots of pics...kpc

Ben advice is really good...also before you takeout ceiling...pop out one of the eyeball lights next to the vent dial...this will give you access to cable..its possible entire cable with dial and actuating lever rotated close and cable is now bound against eveball light...I personally never touch the dial..just open the eveball vents when air is desired..kpc

74657..interesting to hear of your experience with PIC...yep it was that way in 1984 when i got my instrument ticket.Those 8/10 hour days were so different from the relaxed every weekend flying done for the private.I remember i was more challanged by the ifr ticket than any college or post grad course i have ever taken.It was exausting but after weeks or so I was sitting on the ramp with my new ticket ...Glad to hear they replaced those old atc 610 simulators...they were too much work..kpc

Matt..your work schedule is going to mean stretching out your training to months with big breaks between flying sessions.The thing is that while you were able to get your basic pvtthis way,the instrument ticket is different in my opinion.My advice is to schedule a vacation and than use an accerated course such as PIC (10 days).I had a similar work schedule and i believe that was the only way to complete training in under a year..kpc

The best advice regarding Calif. sales and use taxes comes from Associated sales tax inc...including out of state,inter state commerce exemptions and aircraft moved to CA within a year of purchase..kpc

Its the really long runways that wierd me out.I go into kmcc alot due to cheapest fuel arround and friends and museum business .Any way on this 11400 ft runway..speed control is a must....keep the speed up (LIKE 120 kts )Than just plan the flare over the #S and and and float float float a couple miles in ground effect and you done.Since the self serve pump is all the way down at the end of this monster runway it saves a lot of wear and tear on the tires doing a lot of taxing.Works every time..kp couch

Cris...in your case not having tie down reciepts not that big a deal...Any maintance work such as the msc in new jersey is also good ..get them to type out a too whom it may concern or statement of facts letter...Regarding aircraft tracking...the state tax people use other tracking services...much longer time periods..years i have heard..your best bet is to provide the infomation ...if you get a bill anyway you can appeal the bill but then you should use a florida state sales tax expert..good luck...kpc

90 bucks per only one manufacturer...lord i think..kpc

and the missing episodes of lost!!!!Well that does it they had me at the sports illus. swimsuit edition...sign me up !!!kpc

The problem with simply not paying a disputed tax bill is twofold....one they can place a lien on the aircraft and also include additional interest and penalty that can really snowball upward...than come time to sale the aircraft and its no dice..kpc

hi skyatty...if you are concerned about a Marine Layer and costs...rather than lancaster....there is whitman north of van nueys that frequently escapes the marine layer that often settles over the La basin and van nueys and burbank...getting an instrument clearance out of van nueys is no big deal..a simple SID just like out of Heber City...100 bucks is too much even for an overnight hanger...these fbos will negotiate you know...just ask!!!..kpc....PS couldnt believe how much development over the Jordenelle reservoir when I was there last month....kpc

20in at 12500 is about right..I figure a .75in manufold press drop per 1000 ft...or 9.4 in drop in this case...kpc

Unfortunately once you have to split the case its probably best to consider a Reman...the problem is with your core...with cracked cases you donot have a servicable core...that means you will get docked for that as well....maybe best if you could find a decent engine from a wrecking yard from a storm damaged aircraft...its gonna be bucks whatever route you go...sorry,,..kpc

I havent heard of any specific shelf or storage life for kilfrost fluid(It is alcohol/glycol/water mix that has been filtered)I supposed it could evaporate if not in a sealed container.Regarding the service manual pdf...where did you download it??I do not see a place to do that on cavaero s website...kpc

I think if either failure has not been well practiced...it wouldbe bad thing to happen on approach in low Imc...a huge distraction but at least the big red x S are obvious ...not like a slowly leaning over ai...kpc

Lets see...the unsinkable amphib is being flown to Calaveras co for annual...than the Bravo to grass valley for an overnight Bday party....kpc

I also was thinking airfilter clogged or main induction system partially clogged (hopefully not a rag!!!!)The other possibilty is that the alt door is not really opening at all ,but that the microswitch is not adjusted completely and the increased vibration or airload at full throttle is activating airdoor switch...either way..I would check this out pronto...sinc kp couch