AndyFromCB

There are fronts and then there are FRONTS. This one looks like a FRONT with a squall line. Best strategy would be a Citation X and FL510. I'd wait this one out and Lord knows I'll fly thru some muck a lot of times. My two cents.

Zeftronics will not touch these with a 10 foot stick even though they make them. Send it to Maxwell, he'll have it repaired and back to you in a few days.

Beats doing the opposite ;-)

If you're going to do something, do it right ;-) That's what my Daddy taught me.

The first order of business should not be restarting production. If they do that, they will go tango uniform all over again. They should hire an engineer, I mean a real one instead of occasionally bringing out the ouija board and calling for Al, and get their landing gear redesigned to support 3600lb in order to compete with Cirrus. There might be about 5 guys a year willing to drop $700K on an airplane with 4 seats and a 850lb useful load.

Autopilots central, $2500, flat fee, great warranty. I used mine at 11months, no questions asked, fixed almost overnight.

Don't ever fly one then ;-) Because first time you take off and see 1000fpm vs 200fpm departing from a mountain airport, you'll never go back. You just don't look at the pump receipts ;-) And in all honestly, I can go a bit faster than a J on not much more fuel. I see 155knots all the time at 13gph at about 24"/2350 and peak TIT of around 1600.

Yeap, even though the lycoming has oil cooled guides, which IMHO makes it the best high alitude engine ever out in a Mooney, 450 is just nuts. Unless you're leaving Aspen, Telluride or Jackson Hole, if the temp starts creeping up, lower the damn nose. I've never seen over 410, even during break-in and it gets pretty damn hot here in Iowa.

24.5 at 2300/33 is a bit much. Mine eats about 23 at 34/2400 leaned back to 1650TIT, or 26 full rich mixture. BTW, this setting is: -cruise climb, at full rich, about 800fpm at gross at 120knots, never seen more than 410CHT at this setting -max cruise, at 1650TIT, will easily hit 210knot at this setting at FL180 You can get it down to 20 or so if you're willing to run 1750TIT. If you climb at full power, 38/2550 and 105knots, you'll see about 1400fpm at gross but it can overheat. The funny thing I've noticed that if I'm cruise climbing at 34/2400 and 120 and see my CHT hit 410, all I have to do is go full power and the CHT will actually drop due to additional fuel. And yes, Bravo is a 3 hour IFR aircraft but you cover 600nm in these 3 hours, so it's not bad but I almost never take off with more than 70 gallons on board due to my rather sizable behind. The only thing that sucks about the Bravo, as far as I am concerned is lack of heat in the foot wells. I wear really thick socks when it's -40C outside. The rest of cabin is nice and warm but it can be below zero in the foot wells. As to cruise, I cruise at about 28/2300, at about 15GPH and hit about 185 mid teens.

Piloto, TKS not removing ice is an old wives' tale. On high setting, with panels that were used/primed prior to flight, it will pop ice right off, in a matter of a few minutes. As to J being to able to complete same missions as Bravo, sure, but with much more pucker factor.

Do a google search on "delta aviation m20m poh". First link. Now, If you already have a 252, I would not get a Bravo. I'm not quite sure what advantage you'd get other than more room in the back that you cannot legally use due to low useful load and high fuel consumption. At any given fuel burn, Bravo will be slower. The only thing that Bravo does for me where M20K 252 didn't was meeting the KJAC departure gradient.

They iced up that quick? I've never used them in icing, but of course, since I got an airplane with TKS, I haven't seen any ice all season long ;-)

When you fly like a turboprop (M20K, M20M, Acclaim), the ATC expects you to act like a turbo prop plus nobody ever talks about the comfort they can provide by staying up high where it's cool and smooth for as long as possible and then slam dunking it at -2500fpm few miles out. I never find ears to be a problem with experiences passangers who know what to do to continue clearing their ears. Many here fly to achieve maximum mpg, I like speed and comfort.

I love my Mooney. Once, and only once, there was a car I loved: a Honda S2000. Little, tiny 2.0 liter, smoother than a turbine, making 240hp out of regular fuel, 89, happy at 9000rpm all day long. If only, if only. That engine, during the entire time I've owned it, never saw less than 6000rpm. And yet, between the 10,000 mile oil changes, it never ate an ounce. A drunken monkey should be able to design an engine better than what we have. I would fly at night, low IFR and deep mountain airport behind any engine currently in one of my cars, however, I will not fly those conditions with my TIO540AF1B.

Correct, sorry, I forgot that Rockets are medium length Mooneys. Almost a foot of arm movement does make quite a bit of a difference, I suppose.

i've done a ton of go arounds in my Bravo, trimmed all the way back, flaps set for landing, gear and speed brakes out and the yoke force is more than manageable. Even trimmed all the way back, the pitch is fine until you start removing flaps, so trim down first, then slowly retract your flaps. Quite frankly, a mooney climbs just fine with full flaps down. They are pretty useless.

There is always planepower units as well. They might not be approved, but I keep one wired with mooney plug in the airplane just in case;-) Don Maxwell has fixed mine before and it works like a charm.

Same with my Bravo, I can fly 3 feet over the ground till the cows come home if there is any throttle left in flare.

I would not recommend killing the throttle over the fence at high density altitude and/or high wind conditions. It will drop like a brick. 85knots is way too fast, at least in my bird unless it's very windy. I find 70 to 75knots to be a better number with two twists of throttle over the numbers and then final pull back in flare. But here is what I do. Join the pattern at 17 to 20" (depending on weight), abeam I drop the gear and all my flaps, usually at about 100knots. Then I fly like that until I turn final, the bird will slowly get down to about 90 on the turn to final. Then I establish glide slope and slowly turn the throttle out until about 75knots over the numbers where I turn out one or two more twists, carrying about 14 to 15 inches until right over the runway where I begin my round out, then and only then do I pull the throttle all the way back. Works like a charm every time, always less than 2000 feet used up. Option B, which I use whenever there is no passengers in the aircraft is to simply pull the throttle all the way back abeam and fly all of way down power off. Works like a charm too, aiming for 75knots on final unless at my home airport where we have a nice "dip" at about 200 feet AGL because we are on top of a hill. There I keep about 85knots, the "dip" will slow me down.

I would not touch and replace this part is yours is working. One of the mooneys I was looking at before I got my Bravo was an Eagle 310hp that had to land gear up right after the spring was replaced because it failed on first flight. This is one of those if it ain't broke, don't fix it.

I once did 3 go arounds at KAPA, all at about 3 feet AGL, due to winds and my inability to get my head out of my ass, so I'd say go arounds in long body mooney are fine. I tend to fly 2 months on hardcore and then not fly at all for 2 months due to local work. I assure you, I do a lot of go arounds when I first get back into the airplane and I've never had an issue. Touch and goes are just fine too. What's the difference? I have finally found the key: two kinds of pilots: one set that lets an airplane fly them and then the pilots who fly the airplane. I've slowly converted to the latter camp.

Yes, Bravo has an automatic wastegate, but it can still overboost quite easily when it's cold outside. I am mostly talking about keeping it cool on climb and warm on descents. On hot summers, both 231 and a Bravo can go over 400 very quickly. The risk of detonation there is very real. Then they cool down too much, too quickly. I just don't consider turbo charged airplanes to be good for anything but one take off, one cruise, one descent per flight. They are A to B machines, not trainers. Fly them like one, and you'll be the guy doing tops every 800 hours. Also, you add dealing with oxygen altitude, generally worse weather these airplanes allow one to tackle, many more potential points for partial or complete engine failure modes. I'm not saying it can't be done. I only had about 300TT when I bought my Bravo, but by then I wasn't a complete newbie.

My two cents. A hopped up turbo model is not a good fit for someone without an IFR ticket or much experience managing a piston engine. The engine management in these birds takes about 2/3 of your time during the most critical phases flight. The insurance company is probably right. Basically, they don't want your business. Buy a J, the best mooney ever made from the engine perspective, fly it for 2 years, get an IFR ticket, stay on ground when the weather doesn't cooperate, slowly ease yourself into flying the soup. Then get a Bravo (the best overall Mooney in my opinion) and still stay on the ground a lot, but a lot less than a J.

They did jack up their flat fees to like $5000. There is not $5000 dollars worth of parts (screens included) in the entire Entergra R9 system.

Mems chips do the same thing. Our company is almost done developing an inexpensive inertial system for tractors. Like all inertial nav systems, very accurate over short periods of time, just like the airline systems, as more time/distance passes, becomes less and less accurate. Even with a laser ring gyro, after 3000 miles you'd lose a lot more than hundred feet, more like miles. The system cross checks and reestablishes coordinates at all opportunities.