thinwing

I saw my first ICON at a boat show aug 2009.It was trailered in with wings folded but didnt fly...too rough.They were sure they would cert it in a few more months and sell for less than 100k.10 years later they finally cert it as a light sport,faa weight waiiver to 1500 lbs i think...not even part 23.....there is nothing ,technology wise ,other than basic design ,that can be found in a modern bass boat.Engine,avionics all avalible off the shelf...as far as composite mfding..they already aquired that when the bought cirrus.

the switch in my bravo appears identical to VEP series 654 and is speced to .5 in to 6psig.It has a double output to ground or center wwire...that implys a DPST switch config.Are switchs are designed to activate about 70 I believe ...it is adjustable by a central screw compressing a spring to preload a diaphram.If I was desperate ,I would purchase a vep 654 stdp model and reuse the spring from my old switch....of course this wouldnt be a legal part..

also that airspeed switch has two out puts ,both going low to ground...did you try continuity to the other pole?Good suggestion to try the mouse milk to unstick the contact...but maybe electrical contact cleaner would be a better choice

high teen flight levels are frequently wide open for turbo pistons with the jet a burners well above that ...this case ,i wonder if a look at adsb traffic at that level woulf clear things up.Ive asked for higher also and been told unable and have been cleared under my own seperation...that said ..turbulence over the owens valley is no laughing matter...here you have two parallel moutain ridges at some of the highest elevation in the continental Us....think mount whitney at 14.5 k or white mountain at 14.3k.A good smooth ride in calm coditions begins at 17 k.Some of the most uncomfortable flights have been west bound over this valley

there is comanche 250 a few hangars down..i could sneak over some night...

this weeks bombadier jet crash at Truckee reminded me of flying into Truckee airport 2 years ago during the bucklake/paradise fire....the airport is reporting vfr but slantline vis to this pilot was nil...the Bombadier was Ifr but chose a visual approach ...flight aware shows him overshooting centerline at 2800 ft on a 3 mile final.Tree impact marks indicate he thought he was much closer to the runway than he was...three dead

thats awesome!!!congrats

thanks Don..I forgot about Shirleys experience with alitude bends.....ps my wife Jana hates using the bathroom in our Bravo....she would be happier if our flights were shorter than 3plus 30 hrs that I tend to flight plan for!!!

it is likely the relay it self....a german produced design..i think I read that Maxwell has replaced them with more reliable relays for cessnas etc

sorry to quote your entire missive..you mentioned cannulas were not delivering enough o2...what kind of metering device were you using?Scott oxymizer cannulas are designed to use their flow meters with duak scales,...left side for canulla right side for mask.You set the valve so the ball is either centered or ontop of alitude mark.Pulse oxymeters are used to ensure at least 90%

oh my god!..Its the famous LA BOMBA..!!!great times with Phil Corman driving that thing on mountain roads during west coast mooney flyin!!

just noticed you have been flying relatively short hops ..ie ogden to laramie is only 300 miles or so....i would think you would want to keep going (once at alitude)to get out of the rockies into nebraska or south dakota lower terrain....not being critical just enquiring mind.....enjoy OSH

nice report...definitely feeling left out from OSH this year..

typically i have found unless directly over an active burn....13 to 15 k puts you in the clear....this alitude block has worked for every smoke situation ive encountered over the last 40 years of flying out west in the summer fire season.Ive also witnessed numerous plaintive radio calls from pilots requesting assistance while trapped in low vis.I assume these were non instrument rated pilots...smoke is really not that big of a weather issue..but I like to be above the smoke to keep the engine from ingesting soot

Ah.. the Thunder Chicken....600 hp of rumble wheeze (supercharged not turbo charged )120 kt goodness....take lots of oil and earplugs under headsets.....should be room for a motercycle or two in the back to get arround!

even a climate controlled hangar in VA during the summer exposes your Mooney to signifacent humidity compared to any of the socal inland empire airports such a chino,hemet,french valley etc.I would fly it coast to coast ,get a good cover,fresh wash and wax or other uv peservative...and assume you will have some time to fly..weekends,holidays etc

same here ..cam guard added every oil change since 2009

thats pretty incredible...if youve been flying 20 years ,thats roughly one a year,flying 30 years ,one every 18 months ,40 years ,one every two years...I do know ,for me ,it took more than 2 years of ownership ,to really feel proficient

I went from a Baron D55 (285 hp a side) to a Bravo.The Bravo being much newer than a similar twin ,was definitely better equipped for the flying I was doing,Low time ,engine,fiki and the turbo gave me options I never had with the twin.I gave up the second engine with its cruise redundency,at least 800 lbs of useful load and picked up 10 gals less fuel burn in real world conditions...since my flying is only the wife and my self ,the bravos useful load has worked out fine...with most of our trips average 3 hrs at 200 kts.Fortunately the only engine shut down ive had , was due to alternator failure to perserve the Barons continental from debris from alternators drive coupling.A failure on takeoff close to vme was another matter...my go to plan if I couldnt stop on the runway,was to pull back the good engine and land straight ahead same as the Bravo.I dont typically fly at night,and over mountainous terrain..im a big fan of being within gliding distance of lakes and meadows.Obviously there are times I miss the Baron...but not at annual time.

regardless...that is one of the nicest C panels ive seen....owner prob has more than 100k invested....

and that is the way I fly it...at least in a long body

bumper if you still can get in the seat of your A1B....you are doing just fine!!!!!

cold solder joint on micro switch

with that kind of humidity...i would worry about corrosion inside the engine,especially cam lobes and tappets,cylinder walls...

Get 2 0r 3 bug bombs (verticle aerosol insecticide sprayers)move the aircraft out of hangar overnight ,and trigger the foggers and close the door.Next morning sweep em up