gjkirsch

I got my taildragger endorsement a couple of years ago. Never realized how bad of a pilot I was. I think the instructor signed me off before I damaged his plane beyond repair A lot of fun and it really teaches you to think all the way through each take off and landing.

Hi My name is Gordon Kirsch. I have been a Mooney pilot on and off for going on 20 years. I have owned 4 Mooneys, with my current being a 1998 Bravo N32CG, prior to that I owned a 1996 Bravo N755TT, a 1985 231 N5810D, and a 1980 231 N111EW. All great planes. I am currently based at KGRR (Grand Rapids, MI).

I have been into MIdway a number of times and each time they asked me to maintain 160 to the marker. So at the marker, power back, speed brakes out and gear down. I nice long runway helps ALOT . Of course you always feel better when they ask you to slow for the Lear you are gaining on.

To the best of my knowledge, Bruce has no financial interest in Strategic Air. He certainly knows Tim and may know some of the planes beign offered. That said, I would talk to Tim and if you are interested in a plane ask Bruce to check it out for you. He will review the logs and fly it and give you his opinion of the plane, it's condition, and value. Following that, there are choices other than Wilmar in the area for a prepurchase. I have purchased multiple planes from Bruce and my current one from Tim at strategic air. I found Tim to be ok. All that said, STILL plan on finding a bunch of squawks that first year to fix.

There are probably a couple of choices. You can probably tap and thread the hole to the next size up screw or if you want to keep the same size screw, install an insert that takes it back to the right size. My hub cap screw stripped out and I had the mechanic install the insert. Took him less than 30 minutes.

If you are looking at a Trindad, maybe you want to stay with a Mooney and consider this plane. I do not know anything about it, but unless it is a misprint, they are almost giving it away. http://www.controller.com/listingsdetail/detail.aspx?OHID=1234409 Gordon

I paid for the quick trip to the east coast with the return trip yesterday. Tough time even breaking 170 knots and it took about 3:15 compared to the 2:07 going.

I have a spare bad elf GPS for the iPad, email me privately if you want it. I paid about 100 and will sell it for $50

Had the best ground speed of 273 knots in level flight yesterday flying from Grand Rapids to Baltimore. This is one of the many reasons I love these planes! Flight aware only shows 270:(http://flightaware.com/live/flight/N32CG/history/20121222/1330Z/KGRR/KMTN/tracklog

I think two points are worth considering. First, the increase in value to the plane is about 50% of the cost of the TKS install. So, if you want TKS, buy a plane with it already installed. Second, this type of plane woud typically be for long trips where extended weather planning is less reliable. You should expect to be exposed to icing at any phase of flight. We all like to talk about climbing through the thin layer and flying in the clear air on top, but it isn't always clear for the entire trip; and, if you plan to land or take off any where around DC, you will be held down low for extended periods of time.

Have the 3308 and CNX 80 (garmin 480) and they work fine together. The bulb is supposed to be replaced every year or 200 hours (whichever comes first). This set up is with a KFC150. If I had to buy new and pay for the work, I would go with the Aspen.

I have my default altitude and speed set up in foreflight. I enter the flight plan, touch the altitude button and immediately have the time and winds at every altitude well into the flight levels. I then touch the speed button and change my default speed to the speed for that altitude and I am done.

Short flight from Grand Rapids, Mi to DesMoines Iowa for Thanksgiving. Alittl elonger Grand Rapids to Baltimore, to Boston and back over the Christmas Holidays

The Bravo will more than likely be newer than the 252. It is (my opinion) easier to land, climbs better, and is about 15 knots faster all around. It does like fuel. I burn around 19 most of the time and run TAS 170 down low to 205 in the flight levels. My wife sits in the back with the dog, reclines the seat and normally takes a nap. The long body is more comfortable for the rear seat passenger. Other than fuel burn, the rest of the costs should be comparable. I have not owned a 252 but have owned a couple of 231's and another Bravo before this one. I never seem to spend money on the engines or airframes. Avionics are another story.

I did mine at Bull Head City AZ about 15 years ago. I think it was a 7 day course. I went with the written complete and a few hours with instructors. I left with the ticket and just enough knowledge and skill to be dangerous. I was very conservative for many years into exactly what kind of weather that I would fly (and probably still am).

I used James Powers at Rapid AIr in Grand Rapids (GRR) for my last annual and was pleased. James was the Mooney mechanic when there was a authorized dealer based there.

I appreciate both responses. I am sending them to the mechanic. Until this month, the plane has been virtualy maintenance free for the last year. It is making up for it this month. The artificial horison went TU two weeks ago and now the stall strip. The only good news is that my wife will not open any bills that look like they have anything to do with the plane!

On pre 1996 models, the original engine did not have "wet heads". They experienced early cylinder wear. There was a modification offered that basically replaced the cylinders with the current generation. It became standard in 1996 and the name was changed at the same time to Bravo from TLS. FWIW, I test flew that plane years ago.

Well, it came off flying home last weekend. Now the tube is just hangng there. My shop does not have any experience with this. It is a FIKI install. Anyone else been through this and have some recommendations? Glue and new stall strip are on order.

If you want to come across the lake, Mayday at GRR is not bad to work with.

I did not reboot the IPad. It is an Ipad2 and I only use it for the plane. No other programs were running, The only programs on it are what came with it new and foreflight.

Took off and the IPad recognized Stratus and everything worked fine. On the return flight, the IPad still recognized Stratus and it showed as the GPS source on foreflight but weather never came up. Looking at the status on the foreflight page, it was the spinning icon saying updating. I shut off the Stratus and restarted and closed foreflight and reopened but the result was the same. I did not shut the Ipad completely off. Any thoughts?

I typically run 30/2400 with a fuel burn of between 19 and 20 GPH, keep the TIT below 1600. My cylinder temps average 350 and oil at 190. I have no problems with oil or cylinder temps in climb. I lean to 1500 TIT in climb and in cool temps set the cowl to the half position. This is my second Bravo and both ran around the same temps and fuel burns. Your temps appear to be a little high.