carqwik

1) Gill 243S battery is junk...BTDT 2) Replace with Concorde RG24-15 3) Use BatteryMinder tender specifically for the Concorde RG battery

I'd be there too...but it's a long way from AZ! Thanks for the invite though!

I think the controllers really don't know a Mooney Acclaim from a King Air 90...all they see is a blip at a flight level doing more than 200 knots. They then go into "well we always give them the arrival" so to speak and I bet that's what happened. Of course, the only comment I'd say is that looking at the arrival, you did have some responsibility to say you can't do the speeds. That would wake the controller up and he'd say either 1) disregard the speeds, just do your best forward speed and comply with the altitudes; or 2) oh yea, direct SSOLO, cross at XX thousand, expect vectors for the approach.

Me too...

+1 on AP Central. However, I might suggest carefully documenting all of the failure modes...and modes where the AP does work properly. AP Centrally identified the problem in my KFC-150 based on a phone call....very impressive since two other shops couldn't get even close to diagnosing the problem (and after too many $$ spent chasing the issue which they couldn't resolve!! 12 years later and I'm still pissed that I didn't go to A/P Central first!). .

Hot start procedure that works for me... 1) Throttle in about 1/4 to 1/2 inch, prop forward, mixture full rich 2) Boost pump on for three seconds...only three seconds 3) Mixture to idle cutoff, crank, enrich as it catches...but slowly enrich, not jamming it in. 4) Lean as necessary

Are the economics such that this plane is worth more in parts than as a whole plane?

Update...I think I got it now. The problem seems to be that the "nut tightening" piece was interfering with my ability to get the connection tight. So I "jiggled" the nut part a bit while pressing in the male end into the female end. Third attempt and I got it to seat properly (I think). Tightened the "nut piece" about half a turn and done... Tested the speedbrakes and now both work!

Thanks Bob. It's possible that the "screw on" part of the female plug needs to be pushed down in order to seat the connection. That might be the problem...although I do recall trying to get it further down and it wouldn't go....??

Pics of male and female end. The male end is the new connector after repair of the speedbrake...the female end is the one in the plane.

Ok, my left speedbrake failed on test during taxi out a few weeks ago...it would kind of pop up a bit in rapid cycling...maybe less than an inch. Removed the speedbrake and shipped it off to Precise Flight Inc for repair. Basically they did a rebuild ($1 AMU) and sent it back. Now the fun part...couldn't get the "cannon plug" to fit back onto the female end in the airplane. Tried for an hour...called my wiz mechanic buddy...he tried and no luck. We did get the pins to align with the holes on the female side and even tested that the speedbrake worked...but it's far from seated properly. WTF...?? Called Precise Flight...said it's the same part they've always used. (It's a replacement motor and harness.) Doesn't fit at all with the female connector...took pics and sent it to them and now waiting for the main tech to get back on Wednesday. Anyone ever encountered an oddity like this?

I'll offer a ride in my Bravo...based at Deer Valley...PM me...

My decision between the two (back in 2001) was this simple: Am I going to go above 12k' on a regular basis? If yes, go with the Bravo. If no, then the Ovation. Being located in Scottsdale, with a bunch of trips in the West, I thought the M20M was better suited. (Btw, I had lots of experience with the 252 years ago in California...loved that plane!) I have found that to be the case on any trip where terrain is a factor...the Bravo is best in the mid-teens to FL200. But having also flown an Ovation, it's a real performer as well up to about 10k'...and faster than the Bravo at those altitudes. My Lycoming seemingly is bulletproof...but I don't run it hard except for takeoff and cruise climb power. Very happy with the plane.

My insurance policy prohibits landing unimproved strips with the Bravo...

I don't lock mine either (for flight) or when it's parked in the hangar.

M20Doc - What is the right size fastener for the M20M NACA Duct? Better yet, which is the part number from SkyBolt I could order for my plane? One of mine fell out and the local airplane parts store doesn't have one that fits... Thanks so much!

What brand battery was shorting out?

ADSB + Stormscope. The Stormscope is real time and interpreting it is fairly simple. Lots of dots real fast, stay away.

I can see the day of replacing the vacuum AI and electric DG with two G5s...and an A/P interface to my B/K KFC-150...all for well under $10k. Bye bye to the vacuum system, much better reliability of primary instruments, reversion capability for the AI, and a smoother (?) A/P. Oh wait...if my A/P craps out....it's gonna be how much to fix it??? Damn....B/K just ruined my dream!

Well it's not technique nor anything wrong with the plane. But perhaps it's just me...my Bravo loves cold/cool weather and performs like a little jet on climb out in these conditions. But in the summer in Phoenix when it's 100 degree or more...wow... big difference.

Just to clarify...my Bravo's INITIAL climb is doggy in high and hot conditions (as compared to cooler weather near sea level). The differences (to me) are astounding. And by initial climb for high and hot, I mean from takeoff roll through climb until reaching 120 kts...then it gets with the program and seems to perform better.

Well I was hoping it was "fake" news. Thanks Don.

Just came back from walking the dogs...to clear my head after reading the initial post and responding. Two thoughts...either this is a bad nightmare or it is a real life nightmare (eventually for many). If it's the former, then it's a story someone concocted and it spread virally...classic fake news. (I can't find any stories on this so perhaps it's fake news?) If it's the latter, then I see all the "alphabet" groups getting together and seeking an emergency injunction. Unfortunately, it's still bad in the long run.

Class action lawsuit ahead... I see a Federal Court agreeing that great harm results from this across a broad class...which was not duly notified or given time to adjust. Hence, the Judge will rule that B/K must provide manuals and support field repairs for a minimum of ten years...at a fair and equitable rate. If not, my panel becomes almost worthless...

Turbo or not in the desert Southwest, it's hotter than hell in the summer at any time the sun is in the sky. Worse, with no A/C, you sweat like crazy just on start-up and taxi. Then, even with a turbo (at least in my Bravo), takeoff runs are longer, climb rate is weak initially (compared to the winter), and until I get above 10k or so, the air doesn't seem to cool down that much. That said, I'd go with a turbo M20K. The Arrow is just a dog in comparison...and I've got 100+ hours in a T-Arrow IV.