BravoWhiskey

last time there was no grease on the jack screw. Not dirty, or old… just nothing! So that was addressed. It was also adjusted so the trim moved more freely. Now I don’t know exactly what was done to make it move more freely But it feels tight again. It is not stuck on anything, just feels like there is more restriction in its movement. This is something that has been reoccurring in this plane so I am wondering if the trim assembly is a problem.

An on going issue I have is my electric trim failing. I have had my Bravo just under 2 years and this is the 2nd time this has happened. Prior log book entries suggest this was repaired a number of times over the years. I am thinking about leaving it inoperable and just using the trim wheel. That trim wheel does get very tight and I am assuming that is why the elec trim keeps drawing excess current and popping. I have had that adjusted and lubricated but it doesn’t stay “loose” for very long. I will have the whole thing examined again at annual but curious if anyone else has had this as an ongoing issue and what a reasonable solution might be.

I can hear my late instructor’s voice… “there are those that have had gear up landings, and those that will”

Is that M20B IFR capable? Might want to ask that question if you were looking to get your IFR rating in it. There is another one listed for $85k that is… I got my bravo after my IFR and complex endorsement. I felt I knew much more to be able to truly evaluate the plane (and equipment) I was buying. At 10hrs I think I had just soloed for the first time and my only focus then was flying and landing that 172 like my kids were on board.

Don’t forget about us lowly non-WAAS G1000 guys…

I have a bravo and used an instructor that had limited time in it. Insurance asked me for his overall credentials and that ended up being accepted. Plenty of Mooney time, just not in the bravo.

I haven’t yet in the Mooney but 42B is 2100’. It runs parallel to the Connecticut river and the winds have always been favorable… so that might not count

I just had mine overhauled by Ameritech of Louisville back in February. Took about 2 weeks.

Morning after a Dierks Bentley concert I took wife and kids to breakfast up near 42B. I didn’t drink at the concert but my wife did… I tried to convince her to stay home but she really wanted this breakfast. At first she fell asleep right after takeoff, but 20 minutes in she straightens right up and looked like she was blowing on a trumpet… Here Honey… here’s my jacket… BUT! She said the breakfast was worth it!

I disagree a bit here. My first full power go around in the Bravo was an eye opening experience for me. Trim and flaps are set so the nose wants to go straight up and rudder isn't in T/O position. So I feel the need to “wrestle” the plane to be straight and level while I gain speed and reconfigure her to takeoff settings. Different characteristics then being properly trimmed for takeoff. I’m only a low time pilot but that has been my personal observation.

Agree 100% I have struggled with speed control and certainly know that if i am coming in 85+ over the threshold on my home base 3000' rwy then I simply need to go around. I have tried to make some landings work and just bounced a few times and felt like there was no way I was going to slow down. With about 1000' left i started to settle to the runway. Then i took a good look at the departure end of the runway and saw orange balls on the powerlines, the tractor trailer in the street straight ahead and the Kubota power equipment sign... ugh... Then the go around. Full power, nose down, and pray i can get above those obstructions... i did, but that left wing seemed to struggle for lift momentarily. I wouldnt be surprised if this is a similar story, only I was fortunate enough to clear the obstacles... I have read all of the MS posts about speed control and it is no doubt a real thing. I am going to use this unfortunate event as a reason to practice some speed control for straight in approaches. And more reason to have a better understanding of my planes power settings and configurations and performance.

We’ll, somehow the airspeed safety switch crept to about 100kts… I find it fascinating that it traveled from the standard 65kts setting.

I have the same anxiety. But that’s because each flight since I purchased has been a learning experience. I think once I work out all the bugs (dropped off at MSC today) my anxiety will ease up a bit. If not then there will be a Bravo for sale by the end of this year…

Gotcha. That sounds better than having things backwards… Taking her Wednesday to get this addressed.

Agreed. Waiting on the MSC to get me in. I was just curious about it being a failure to retract instead of extend… 2 shops told me it’s a possible throttle position sensor issue. But believe me It certainly gets the heart racing when you hear that nice lady in the headset saying check gear.

A new issue has presented itself… when I retract gear after takeoff my “check gear” warning goes off and the gear stays down until I press the override button. All other operations are fine. They retract smoothly and extend smoothly. I’m hoping this is a simple fix. Anyone else experienced this? Farmingdale manual says it should warn when gear is retracted and throttle is 1/4” from idle… I’m the opposite. Full throttle and gear extended but trying to retract.

Got my PPL on 172-160hp Got my IFR on PA28-180hp got my complex endorsement on PA28R-200 bought Mooney and got high performance and transition training on that… and transition to glass panel. I enjoyed learning on the different planes and with different instructors. I’d recommend that approach to you.

Agreed. I was testing some things out the other day and these have a pretty noticeable affect. Nose pointed down speed stayed the same. Helps me with temps. If i reduce power in decent for anything more than 500fpm my temps change too abrubtly.

https://www.doylestownairport.com/flight-training/instructor-bios/al-piranian/

My first few times using the speed brake was all accidental. I thought i was using the radio button.

Today I found out my CFII was in a fatal accident. I was scheduled for a flight review with him today. While naturally my thoughts and prayers are with his family, I can’t help but to wonder about all of the things he taught me regarding stalls, spin recovery, engine out procedures, etc… We learn from experience and unfortunately from mistakes of ourselves and others. Of the 11000 hrs this man had flying, and several thousands instructing I am having a tough time, as well as others that knew him, understanding what occurred. More personally all the things he taught me are coming to mind. Of course some of the blogs out there have shared opinions, most of which I know are incorrect. Not picking on anyone here but those of us that use flightaware to formulate our accident case analysis are about as reliable as those of us that use Facebook to formulate an analysis for International Policies… my CFII would have appreciated that analogy! Anyway, as the title states, this one is close to home. I am not trying to formulate an opinion or get an opinion on the accident which is why I am keeping the name and tail number to myself. I don’t question the lessons I learned from this instructor. But it sure is hard for me to accept that something occurred in an aircraft that he was unable to walk away from.

I preferred using different planes in a flight school, 172, pa28, pa28r, sr20, sr22 etc… for both ppl and IFR ticket. I was able to learn more about what features and performance were important to me before buying. I had a 18 month waiting list for a hangar while looking for the right aircraft which allowed me plenty of time to kick some tires and get more time. And yes, the insurance certainly drops with these levels of time and endorsements.

Thanks. I’ll give this a shot

I went to fill my O2 for the first time since ownership, but the O2 filler station did not have the right adapter and I did not have one in my new owner box of random stuff… I have been trying to find out what this adapter is so I can get one to keep on board in case I run into a mismatch when traveling. I don’t see it in my books anywhere. I’m thinking it’s the CGA 540? Any particular piece work best for for most applications?

I wouldn’t mind renting it when I’m in Denver in a few weeks… maybe take a mountain flying course in it…