Raistlin

I was so confused by that.

To add a data point, new cylinders for my Bravo in 2024 cost me in the ballpark of 5.5k per cylinder, and the lead time was August to November. I think you already changed your mind, but in case remember that besides inspection of the remaining cylinders corrosion might also affect the camshaft and to have at least a look at it they would need to pull one or two cylinders at least…

Bravos have the original G1000, not NXi - mine is one of tje last bravos ever built and is original G1000.

For what it’s worth (I still have few hours in my Bravo) I also found it better to change pitch and add power, confirm I am climbing and then raise gear before flaps. After all, we usually do gear-flaps-flaps on approach (instead of flaps-gear-flaps on many other aircraft), so in my mind it just makes sense to do it in reverse. At least once, doing a balked landing at very low speed initially, I found it necessary to accelerate in ground effect, and instinctively raised gear while doing so. I still think that was a mistake (even if it all worked fine). The entire maneuver is very intense so a flow definitely helps.

As in “basically impossible”

In my case, below 950RPMS I see the alt lights flashing (I have a G1000 model with several additional devices such as skywatch, so probably I am on the high end of power consumption). They flash or extinguish at the same time though.

Wish I had read this before worrying today

Confirm: single runway, closed at night. There is a separate taxiway, however some back tracking is required to position on rwy 18 (taxiway is at 2/3 of the strip) No experience with EDDE, it’s 2hrs away so I would be just as happy to fly there

Airfares are not crazy expensive if organized in advance (in Y, in C they are outrageous since after covid). Germany or France are most appealing due to the number of Mooney owners and the presence of the two Mooney service centers, but I can also offer up our arport in Milan (LIMB), runway 1080m/3600ft, hotel in front, three major airports to travel to. Our Aeroclub operates it, so we can figure out logistics and costs. I would love to see our apron full of Mooneys ☺️

Jokes aside, it would be great if that could be held in Europe at some point. I would very happily pay my share to make that happen!

Hey there @hazek! I'm right about there with you in the process of getting confidence with my Bravo (but I am IR-rated already). Let me just note down some of the very important lessons of these first 50 hours with my plane, and let's compare notes :-) As you noted, landing a Bravo requires speed and energy management; the beast is very efficient, so I needed to plan ahead and slow down early. That will be important for you also while flying an IFR approach, you'll see. If you are on speed on final, landings are almost always great. If you are 5 knots faster you need to hold it and have runway for it. More than 5 knots call for a go around unless you are landing at the Space Shuttle facility. Weird landing picture: flare 3 apparent degrees more and one full second later than my PA-28 picture got me to the right point with my landings. Staring down the runway from the line up position to fix in mind what "flat" looks like helped me dramatically. More right rudder :-) I know it's a worn-out joke but in most situations I had to retrain to use the rudder much more than I did previously. I religiously set full right rudder trim for T/O and landing and it helps. Speaking of trimming: she wants a lot of trimming, in particular while landing. (good) cross wind landings: still working on them, and even on here there's less useful material on those than on everything else; hints from experienced pilots would be appreciated Engine management: honestly I found it reasonably easy, the G1000 maybe helps in that with all the parameters available at a glance... I think the key is not overthinking about it, honestly There's a lot of things to look at in cruise, develop a flow and prioritize those that can really harm you Checklists: the ones in the POH are really long and some points are debatable, for that reading through this forum has been incredibly helpful Late go arounds - balked landings must be trained, the sequence of things is important, and I fumbled a bit before getting the hang of it Sometimes there will be a sh*tty landing, that's okay as long as you either go around or recover by keeping the flare and adding power if needed, and NOT by pushing the nose down on instinct

Yeah, that's the solution I am also considering.

Hiya folks I was wondering if someone had any issues with a Skywatch sensor integrated in a G1000 setup. Mine randomly (but very often, like 80% of time) disconnects, sometimes pulling the breaker for a while and resetting it solves the problem, most of the time it doesn't. The issue seems to be connected to overheating. I have been quoted an astronomical 10k to overhaul and fix it, and was just wondering if someone had previous experiences of this sort.

So, I am really envious because, since my bird is in Europe, there is no way for me to take this course...

Sorry to be the bearer of bad news, but I just had the exact same issue (only BOTH switches broke… in the off position, grounding the plane, just my luck) and through LASAR I found exactly ONE (1) available at Mooney.