Looking for CFI with Bravo/Ovation and G1000 Experience

[Starlifter27]

Hello Everyone,

I'm under contract to purchase a 2005 Bravo and so far have struck out on all my leads to find a CFI with enough experience in make and model to meet insurance requirements.  I need someone with 100 hours retract and 50 hours make and model (I'm going with any long body as "make and model," but someone well versed in the care and feeding of a turbo would be ideal) to give me a minimum of 4 hours dual after I close on it.

The aircraft is located in the Chicago suburbs and I'm in southwest Ohio.  The tentative plan is to test fly it on May 23rd, close on it May 24th and hopefully fly it home on the same day with a stop or two for plenty of pattern work.  Anyone with G1000 experience would be a plus.

My background is originally in GA as a CFI in the mid and late 90s (to include some time in an Ovation) before going into the Air Force and flying heavies as well as a stint at Netjets and now at one of the majors.  It's time to get back to my roots and the Bravo fits my mission profile perfectly.

Please message me if you or someone you know might be interested.  I have some flexibility and am more than happy to discuss whatever logistical arrangements might be needed.

 

Thanks,

Tom

[KSMooniac]

You can't do better than Don Kaye or Mike Elliot... Both are active on this board. There are surely others but I'd start with either of these.

Sent from my LM-V405 using Tapatalk

[Mooney 217RN]

Will Wobbe

william.wobbe@gmail.com

Don Kaye is also excellent, but in Northern CA

[Mcstealth]

There is a CFI list on this site. Someone got it started a year or so ago. I will search. 

[LANCECASPER]

19 hours ago, Starlifter27 said:

Hello Everyone,

I'm under contract to purchase a 2005 Bravo and so far have struck out on all my leads to find a CFI with enough experience in make and model to meet insurance requirements.  I need someone with 100 hours retract and 50 hours make and model (I'm going with any long body as "make and model," but someone well versed in the care and feeding of a turbo would be ideal) to give me a minimum of 4 hours dual after I close on it.

The aircraft is located in the Chicago suburbs and I'm in southwest Ohio.  The tentative plan is to test fly it on May 23rd, close on it May 24th and hopefully fly it home on the same day with a stop or two for plenty of pattern work.  Anyone with G1000 experience would be a plus.

My background is originally in GA as a CFI in the mid and late 90s (to include some time in an Ovation) before going into the Air Force and flying heavies as well as a stint at Netjets and now at one of the majors.  It's time to get back to my roots and the Bravo fits my mission profile perfectly.

Please message me if you or someone you know might be interested.  I have some flexibility and am more than happy to discuss whatever logistical arrangements might be needed.

 

Thanks,

Tom

Even though the insurance company might count Ovation time toward Bravo experience for a CFI, I would pick an instructor with extensive Bravo time to get the most for your money. That can be the most finicky engine on a Mooney and easy to cook if you don't fly it correctly. Wonderful engine if you do fly it correctly. 

With most engines if you fly it by the POH you'll be ok. With the TIO-540-AF1B if you fly it by the POH you'll be buying cylinders often. Example:

If you fly at 1750 TIT the first thing you'll burn up is the TIT probe and then it will read low. Then you will burn up the exhaust valves, exhaust system and if you don't carefully look over the weld on the tailpipe regularly you may burn up the pilot and passengers. Staying at or below 1600 TIT is much wiser.

[Will W]

Hey, just sent a PM. I don’t have those exact days available but I sent the days I am available on the PM. I hope you enjoy the aircraft.

[thinwing]

23 hours ago, LANCECASPER said:

Even though the insurance company might count Ovation time toward Bravo experience for a CFI, I would pick an instructor with extensive Bravo time to get the most for your money. That can be the most finicky engine on a Mooney and easy to cook if you don't fly it correctly. Wonderful engine if you do fly it correctly. 

With most engines if you fly it by the POH you'll be ok. With the TIO-540-AF1B if you fly it by the POH you'll be buying cylinders often. Example:

If you fly at 1750 TIT the first thing you'll burn up is the TIT probe and then it will read low. Then you will burn up the exhaust valves, exhaust system and if you don't carefully look over the weld on the tailpipe regularly you may burn up the pilot and passengers. Staying at or below 1600 TIT is much wiser.

this!

[flierhi]

1600 tt is the right setting.   I switched to a Cirrus SR 22 and sorely miss my mooneys.   Had two ovations and a tls.   when the market corrects i will be back.

the tls engine i put lots of time on and loved it     ran conservatively and it paid for itself.   

[Fly Boomer]

On 5/15/2022 at 3:21 PM, LANCECASPER said:

first thing you'll burn up is the TIT probe and then it will read low. Then you will burn up the exhaust valves, exhaust system and if you don't carefully look over the weld on the tailpipe regularly you may burn up the pilot and passengers.

Funny, but not funny.

[rbp]

On 5/24/2022 at 9:02 PM, flierhi said:

1600 tt is the right setting

I have always used 1550. Maybe I'm using more fuel, but the engine has been rock solid for 23 years.