kgbpost

Well, I can rest a bit as the completeion of the 1st annual after 1yr of ownership of 800MS is now complete and i'm thrilled! I took it to Arapahoe Aero at APA and I told Scott to 'fix everything you find'. I had a rather long list of nitpicking items that we cleaned up, but other than that there were no big suprises! Yea! What a relief. A clean bill of health from a MSC I respect is real peace of mind. I wont bore anyone with the list, but the only 'major' items we did was, speedbrakes overhauled, the 4-yr magneto inspection, new brake linings and master cylinder rebuild, seeping fuel sumps (turned out to be leaking at the plate rivets, was well within limits in the service manual, but we fixed it anyway). Engine pumped 76/80+ on all barrels, oil analysis remains clean. Gear need some tweaking but nothing serious. TIT probe was indeed reading 50 low and we replaced that. Everything else was minor in nature, but we fixed it all. There was one major suprise that everyone else missed including the prebuy and another MSC...The M20M MX manual, 4-00-00, Titled Airworthiness Limitations, has a replacement schedule of time limited parts. The very last item on the list is the Vacuum System 'Check Valve Manifolds'...it states that they must be replaced '10 yrs from the date of manufacture'. Therefore if this limitation is exceeded essentially the aircraft is limited to VFR operations only. The replacement cost quoted was in the neighborhood of 1,700. I elected to not replace the check valves as it was my intent to do a major avionics upgrade if the annual came in reasonably low, which it did. Next stop is Alamosa to install an Aspen ProPDF with synthetic vision, a lifesaver attitude gyro, the TAS-605 active traffic system by Avidyne, and a PMA-8000B audio panel to replace the KMA-24 and antiquated intercom system. I'm so excited. I really feel like once i get this done my 'dream airplane' is complete! I can't say how thrilled I am to own a Bravo. I know the fuel specifics aren't the best, but for a Colorado pilot it's exactly what the doctor ordered. 270HP to FL210 and the long body are two things I'm not willing to compromise, period. I feel I chose wisely...got that warm fuzzy feeling now. On a side note, while my bird was in the shop, I got into a Super Decathlon courtesy of Ed Nelson at Sidney Aviation. Wow! I'm not quite comfortable enough in it enough yet to start aerobatic training, but that will come. I did learn that I have two things dangling from the end of my legs called 'feet', and I need to learn to use them! What a hoot though...its so fun to fly that thing. Anyway, to address the M20M annual cost, my 1st one got me for about 10. No small amount, probably what I expected really. From here on out I would expect to spend somewhere in the 5-7 range to annual it. Of course there are time limited items which will inflate that figure, but I don't see how to annual an airplane this complex for less than 5 and do it right. I do feel strongly though that my hiring Arapahoe Aero to maintain my baby is an investment that will pay for itself in the long run. Real professional folks, I'm impressed. Oh and a shout out to Jimmy and David at AAA. Thanks guys! Frequency change approved...Good Day!

I have a super decathlon under contract which is an all cash deal...i might call that a toy. i dont refer to my TLS Bravo as a toy. semantics i suppose.

seriously though, 15% LTV is bare min. Did you try a broker to shop rates? Dan Garzelloni at Mile High Financial is my guy. dont use a wall street bank if you can help it...theyre all crooks.

Quote: xftrplt I know interest rates are low, but, IMO, unless the plane is used for business, if you can't pay cash for it, and you don't absolutely need (as opposed to want) it, you shouldn't get it.

I went to SAT to look at a 252 and ended up buying a Bravo. I love it. So far, knock on wood, it's only been to the shop once to fix a fuel tank leak on the top of the RT tank...make sure you make them fill it to the top and sit overnight before checking for leaks. Also if the gear pucks are more than a year or two old they will need replacement (mains for sure). I really like the Bravo, you do give up some usefull load to carry the extra fuel you'll need to feed that big lycoming, but let's face it...the Bravo is a Hotrod. I went into my deal with my eyes wide open, and took note of the info I could glean from this site and it has served me well. I knew some background on it before I ever laid eyes on it. If there are some grumblings about the outfit selling that particular bird, which there seems to be, I'd be very cautious. If there is any pressure at all to let them do the pre-buy inhouse i wouldnt walk away... I'd run. It's obvious from the photos that it has a pretty new paint job and a new interior, but that tells me nothing. Zephr is a top notch engine shop, so that's a good sign, assuming it hasn't been submerged or abused since. I would go visit AAA in SAT and let David take you flying in one of theirs. Even if they don't have one to fit your needs they are very knowledgeable and I think you would enjoy the experience. If you did buy one from them there are numerous MSCs in that area...you could simply fly home and they will ferry it for you to Maxwell or Dugosh or wherever you want the prebuy done. Anyway, best of luck. The Bravo is a sweet sweet bird. Fly safe. Brian

Quote: peter

Quote: Parker_Woodruff So I assume the connections and tray are still cOmpatible if you have a non-WAAS GNS430?

5) Database updates? Whom and how much? I don't know the answer to that one.

I purchased a Voyager Skypad3 a couple of weeks ago for 995. It included a 3 months EFB data subscription including all US VFR/IFR charts and georeferenced approach plates. I was offered a lifetime data subscription at the time of purchase for 699...then came the news the feds are going to start charging for electronic charts so I was bummed...missed the boat. To cut to the chase this is the last day SA is offering lifetime subscriptions and I jumped on it (1st 100 only) for 499!!!!! YaaH! But thats not the big news. The big news is I saw in the email sent to me because I'm an existing customer that they are selling 100 Skypad3s today with lifetime charts subscriptions for 995!!! Thats regular price for the Skypad3 - lifetime charts for free! Buyer beware, I don't work for SA and have no affiliation other than being a customer. But I really believe 100 folks are gonna get a smokin deal...it's on their website now. They are offering other specials including lifetime data for Aspens for 995. To good to pass up? I thought so. You decide for yourself. Go Mooniacs!

Nothing wrong with Garmin. Right now they dont have any competition for the GTN so they enjoy some pricing power. Once a hopefully sucessfull product like the IFD-540 finally arrives I would hypothysize Garmin would be more aggressive with their pricing. History may bear that out...12 months is an eternity in the avionics world. My 2c. Brian

Quote: ToddDPT It looks loke a great product. Does it play nicely with the Aspen PFD?

Quote: 201-FLYER I thought it was 9K even?

I have a 430W and my avionics shop said the connectors are the same, all I need to do is remove something to make the space and buy a 530 tray and swap it with the 430 tray and walla! The estimate was for around $500 to do that. If you do not have a 530W/430W the full installation costs would apply. I am strongly considering the IFD-540...as a matter of fact if I hadn't just booked a hawiian vacation on my credit card I would have done it already (i didn't have 9,000 left under my credit limit after booking the vacation). I've paid that off now and i think I'm ready to take the plunge. I'll be adding their TAS-605 active traffic in the mean time. B

Welcome Mike, I've found your articles to be very informative and they have played an important role in the refinement of my maintenance program. Your articles about aviation oil grades and making metal were both enlightening for me and very well done. Thanks for bringing your expertise to this forum. Brian

Ya i got one. Happy Halloween! Boooo!

Heres what My 91 Bravo did on a test run today. I didn't have as much time as i'd hoped but I did several readings at several mixture settings. I must start by saying that i think my TIT probe may be suspect...I believe it may be reading 50dF+- low. Everything else seems to jive. It sure runs smooth and seems happy. Also, to correct my previous post it did make 29.2GPH FF at 100% Power today. OAT at 9,500 was 65F today and these numbers are all with cowl flaps fully closed. I wish I had time to go higher but i just went east at 9500 and took readings at 30"MP and then turned around and climbed to 10500 and took reading at 32". Heres what i saw: *Note: the #5 CHT shares probes with original guage so EDM indicates low on #5 CHT by 80Df or so..... PA 9,200', OAT 64dF, GW 3100 RPM 2400 - MP 30", Peak TIT; 1697dF at 16.6 GPH, Peak EGT cyl 6; 1510 dF, OilP; 71psi, Oil Temp 202dF Cruise Setting: FF 18.5 GPH results: TAS 184KTAS TIT 1545dF cyl#) EGTdF/CHTdF 1) 1415/399 2)1405/379 3)1408/399 4)1421/394 5)1409/311* 6)1398/392 As the old saying goes "your mileage may vary". I do know from my experience so far I could slice a good .5 GPH on a cooler day. It was 64F at 9,500' on the Last day of September at 11 in the morning...La Nina I guess? As you can see I'm running 100dF ROP +/- and all CHT are under 400dF. Also note the 23dF EGT spread which I believe to be good for no-GAMIs. Regardless of the suspiciously low TIT the engine seems to be happy here. I did various runs today but one that may be of interest was another LOP try. The EDM-830 is sweet for this...too bad i wont get to use it!... By the time I got the Richest clylinder to 40dF LOP it started an extra rythm, like a slight miss, and that was it for me. The FF was down to 12.6GPH. I don't know how far they say you want to run LOP on the Richest cylinder but I wanted to see at least 50 to be comfortable but couldnt get there. CHT's were low. Honestly I'm pretty happy with the numbers it ran ROP at 9'500. FYI - I gained 5 KTAS running at 32"MP vs 30" and burned another 1.0 GPH. I will look into getting a new TIT probe on order. I'm sure theyre not cheap but thats the only thing I'm suspicious of at this point. I don't want to get burned by parts scarcity so I'm planning ahead. Thats probably a supplier part anyway? And thanks again for the insights from all the knowledgable folks in this forum. Fly safe. Brian

John, I'm going flying tomorrow (rediculously nice flying weather here right now). I'll post some solid #s at various settings and we can all compare. Tightening up the baffling would be an excellent place to start to get the temps down I agree. On my 91 the old style mech guages are junk (sorry, they are!) I'm relying on my EDM-830 and it doesnt always agree with what the steam guages say. I do know the EDM830 says my TIT and CHT are hotter than what the old style guages indicate. I Farm...same as Construction... we just make less.... until recently anyway. I did fly for the Airlines for awhile...they almost cured me of aviation...but I'm back on the farm now, and back in love with flying again. Cheers. Brian

Quote: Shadrach There are a lot of factors to account for in the combustion process. It is possible to make less power in a more abusive way with an AC engine. High internal cylinder pressures (ICPs) translate to heat and fatigue. An engine can make a given power level by achieving a high peak ICP with relatively low mean ICP through the power stroke or with a lower peak ICP and a relatively higher mean ICP (peak and mean are closer to the same value). Which do you think is better for the engine for a given HP, the hammer, or the steady push? This is the reason most who've studied combustion science on some level recommend avoiding ~50ROP, it is the best way to hammer a combustion chamber and piston. There''s a lot more to the story than just HP numbers. Watch you CHTs the next time you do a RTOP and tell me what you see. It probably won't be dramatic nor easy to normalize as OATs are different every day. You may or may not see a CHT bump from the reduced RPM. The reduced MP may negate any CHT rise, but it is possible that you're not being as kind to your engine as you think you are.

Quote: Parker_Woodruff That fuel flow is much too low for an M20M.

Quote: kgbpost

Quote: kgbpost More is probably better as you've stated. You can always pull the mixture knob back a bit if you don't need it, but you can't push further than the the stop when you need more...

Quote: Shadrach More is probably better as you've stated. You can always pull the mixture knob back a bit if you don't need it, but you can't push further than the the stop when you need more...

Quote: jetdriven

Quote: Shadrach Really? What should it be at 100% power?

Quote: jetdriven