Tony Armour

Ordered today. New ones on the way, I'll know exactly what I'm getting. He wanted to break even with what he paid. $10 off a plug wasn't worth it for me not knowing the history and handling of them. My recent plug issues I would rather not risk anything.

Great news, great landing ! I'll post up my issues with cracked insulators, the last one two weeks ago and a precautionary spiral to land from 11,000' to the nearest airport with a 500' ceiling

I tried, he won't budge off his price. He's even in the same state .... Oh well.

Thanks guys. Mine has started using a little oil ........ About a qt every 10 hours but certainly nothing on the plugs. I need to share my latest story about losing both plugs in one cylinder last weekend at 11,000' with 500' ceilings below at our precautionary landing airport. I need to get new plugs on the way ASAP.

Bravo guys using the fine wire Tempest 32's or 36's ? And how did you arrive at that number ?

Around 990 lbs for me. No TKS, no A/C. Someone mentioned an extra, Bravos already have two alternators. All that said, given enough runway for takeoff you can stuff whatever you want inside and get the job done (so I have been told) Burn fuel for meeting landing weight. I need to put mine on the scales to update weights.

Easy, positive and negative. Basically no power draw. I just piggy backed onto something with a lower amp breaker. I imagine it does have an audio output ?? I can hear mine, sometimes will alarm on the ground in taxi but it would be nice to have it hooked to the intercom. That may be as easy as tapping onto the headset or audio pin put connections.

Ain't that the truth ! I'm happy you are here to share Dan. Right after SnF 2016 I put a panel mount co detector in mine. The local MSC was having issues with a Bravo and it seems most have exhaust smoke around the rear air vent, pilots side, behind the panel. Mine had it and I didn't want to risk anything. Tony Dalton, Ga. 1993 TLS Bravo

I can't say enough good things about these. Mine are gen1 units and are awesome !

Great price. Sorry I missed it !

Where are you located ?

Controller said "the waters warm, come on in !" And the pilot in command was too interested in continuing the flight (NOT blaming the controller!) I honestly don't think it was getthereitus. I've just done many like this that I can top and at least pick my way between the big ones and stay in blue sky so I kept wanting to just take a "look" Bad experience last year and now this one. Last year: Six months ago, into a convective cloud (by accident, I know, how the hell does that happen) in the (tail dragger) little airplane, very little airplane No worries though, it had instruments for airspeed and .... uh airspeed. Well, a hand held GPS too. It turned me 180 degrees and spit me out 2,000 higher than I went in (10,500) back into a perfect blue sky. I concentrated on the airspeed and finally a heading when I came to my senses. Probably a minute, two ? Felt like 15. I looked down at the GPS altitude and realized I was much higher and then saw the track showed a perfect 180 that I didn't do It was really a harrowing experience. Last Sunday with all the weather activity in South Georgia and surrounding states I tried to make it from south Florida to north Georgia. Lots of wind and turbulence low and on the ground. Perfectly smooth at 12,000' so heck, let's go to 16,000' to see if we can see over this crap, how about 20,000' Nope, so discussion with controllers, the usual etc. etc. just about ready to give it up when we see and the controller suggests 045. Yea, there is a clear area for a way and then maybe we can get thru the rest. I ask the controller about any icing reports, "no, no reports at all" There were just a couple of pireps at that time, all from big iron up high. Soooo, I requested higher and got 23,000 maybe we can still top this. I commented to my passengers....it's really too cold for icing up here right now. A minor issue, engine started running rough at 21,500',one cylinder (altitude/mags I assume) so I asked and got lower again 19,000 and then from the perfectly smooth air we entered the cloud. Not a white puffy looking cloud I expect bumps in but a low overcast (wet??) looking cloud. We hit the first few minor bumps as expected, I'm watching the wing to see if ice is there when we hit another good bump, check wing, uh that's building. Look back up and the windshield is covered. Probably had 1/4" at that time, less than 10 seconds (prop and pito heat on before entering) About that time we took a really good ride, up, down. I immediately spun the heading bug 180. Sometime fairly quick after that the autopilot kicked off. My back seat passenger said it sounded like someone was throwing buckets of gravel in front of us. I remember noise but was really really on the instruments at that point. I believe it was a slushy type mix. I don't think the autopilot liked the excitement either so I got our turn made and the turbulence slacked and I put the autopilot back on. During, I pointed out to my copilot (IFR rated) the vsi was pegged on -2,000. Flight aware shows one -3,400 rate. I did have it in my head not to pull back too hard and actually gave some slack when I felt the G,s on my butt. I started a descent since Mooney's do not like ice. Ground speed going in, 300 knots, ground speed coming out, <80 knots so it sure was longer coming out. Meanwhile the controller is screaming at me asking if I needed a block altitude. (I'm pretty sure no one was even close to us, ADSB and a Zaon) Even after and in the clear he was concerned with this block request, chewing me out. When it all went south I did transmit something about doing a 180, turbulence and ice. After that I was concerned with staying upright and not tearing the wings off, not so much with talking to him until we got clear. He suggested landing Tallahassee and I was all in. Even with reports of 17 gusting to 30+ and wind shear I was in ! Gladly when we landed it was only 16 and down the runway. Shortly after it was again 20 gusting to 30+. We rented a car, got a bite to eat then I had to beg the FBO to get the airplane in their hanger (they weren't even tying it down) because we had come under a tornado warning with possible hail. At this point I did now had getthereitus and really wanted to spend the night in my bed so after 18 years owning a Mooney I left my bird somewhere else and we drove home in guess what...clear skies most of the way, still very gusty and not so good at the home base though, NO regrets. Shortly before we left, it looked to be rain the whole drive back. The pictures are as we were headed back in the car. Pireps now abundant with some scary details. There were basically no pireps as we were in route. This same system is the one that turned to a tornado shortly after our ordeal. Our original plan was to go off shore near Panama City and go around the back side because it was doing the normal build up over the Florida coast. That changed while we were in the air, it started building more and more into the gulf. I gave props to my copilot that has quite a few years less experience than me and suggested several times to just go land. Let's just go look I said I felt and still feel like the little boy that got his butt kicked on the playground and there is absolutely nothing he can do about it now Stupid pilot tricks. 1. An exceptional pilot uses his exceptional knowledge so he doesn't have to use his exceptional skills. 2. I'd rather be down here wishing I was up there instead of up there wishing I was down here.https://flightaware.com/live/flight/N40ZM

Mine: 18.8 to 19.5 gph @ 27" and 2400rpm, 1,600 TiT I also put fine wires in last year and I don't think it runs as well (they were used, good, and free) I will be going back to regular plugs next month.

Not familiar with the mp backlight but I would think any avionics guy could Repair it. If mine went out I would have a go at it for sure (and of course have my IA sign it off)

Regarding the oil, it said to "start" with 10oz and then something like fill to almost overflowing. Mine took 12oz and was about to run out. I haven't ran it long but it did run my 7amp leaf blower fine. 7amp may just be the start load though. I need to give it a good test. Looks to be a neat little unit. Regarding propane bottles. I have a little Goped scooter that runs on propane (factory propane engine) and have carried the little bottles (6 or so) several times . I imagine at atleast 14k and hours at 10k. I think you would have really really high to pop one. I bought this one so I wouldn't have to deal with gas smell in the cockpit. Knowing how long a little bottle lasts with the scooter I bet it would last quite some time on this genset

I'm confused too but I don't think it was meant that way Where are you based in Georgia ? I'm hoping next year we can have several lunch gatherings and maybe hit a few of the breakfast fly-ins as a group.

I flew this afternoon. Slip on final (because of this thread) Gear out, full flaps, 85 knots, nose pointed down, full left rudder. Really no different than any other time in the last 11 years with the Bravo. I think the 201 was pretty much the same seven years before that....maybe a tad slower. I've never felt the airplane unstable or do anything weird.

I prime with the throttle in. Many of us don't turn the pump switch on because there is a micro switch on the throttle cable that will turn it on when full throttle. So, full rich, throttle in until primed then throttle back. This confirms that the micro switch is working. Still turn the pump switch on for take-off and landing. I assume the micro switch is there in case someone forgot.

You got me thinking. Would I usually be at full or one notch of flaps. Dang it, getting old sucks. Not that it should still be done but like recently I got to descend from 11,500' in 30 miles. Sometimes there just aren't enough miles to get the job done. I honestly don't remember but I think I opted to fly downwind and land back to the SE (instead of slipping etc) I would have done that to burn off speed and any altitude left. I guess slowing down and coming down would have worked too but part of the secret agreement to flying high and doing all that climbing is that you get to haul ass coming back down. Doesn't look really fast on paper but there was a little headwind that day. https://flightaware.com/live/flight/N40ZM

Will do. Are they labeled ? I've had my head in there a bit but normally concentrating on something else.

I ordered one Friday too. Don't need it for the hanger but couldn't resist the price ! It does still show $158 for me.

Mike, was that due to a slip ? What do you feel about them with plenty of airspeed ? I just have never felt the first issue. I'll admit, I've never (that I recall) heard that slips could be an issue.

I have looked at one other Mooney since I got my Bravo. It was a newer Bravo Compared to my 201, fuel burns and speeds there isn't enough to worry about in $$ especially considering the capability. Now when fuel prices were really high I took notice and at overhaul time I will certainly need medication

If needed I'll slip the Bravo but when I do the goal is to lose altitude so the nose is pointed down and the airspeed isn't a concern (because if anything it is high) Then if airspeed is an issue at the end of the "battle" , I'll just go/slip a little lower than necessary and then out of the slip, level off to lose speed and bingo everything is in place. Oh yea, full flaps and brakes out. Reading thru Bobs stuff and the talk about trim, when I'm slipping it's way way before I would be at full trim for a landing. If you don't have the altitude you want by the time to put a bunch of trim in then things are just too bad to land on this approach. I've had some screwed up approaches (pilot error) and some slam dunks and haven't had to do a low approach go around. I have it figured out well before then if I can get down.

Understatement. $$$$