Andy, Thanks for the info re approach flaps. That does make sense. One technique posted here that surprised me was using speed brakes all the way to landing. I do find them to be a great AS management tool.

Daniel
You’re welcome

I only used the speed brakes when I had too like when ATC crams you down.

I always thought using speed brakes on final was a crutch for poor speed control.

While close to the ground I always wanted as much performance available just in case.

I am interested in your O2 levels I was shocked how low mine were at below 12k

I moved up from the bravo to the Eclipse and that worked well for me.

Definitely not correct according to Mooney. Vfe is 109 for either setting. There is some gnarly twisting load on the wings with any flap extension.

Page 23 of http://www.deltaaviation.com/Nav%20Page ... H3502H.pdf

Says full down for Vfe, but both Stacey and the current flight test engineer have told me no flaps above Vfe.

O2 saturation reading varies dramatically from person to person. My wife stays in the high 90s all the way up to 17.5 on cannula, whereas I am not even close. The documentation that came with one of my pulse oximeter units said readings at altitude may be unreliable. Swell.

My time doing a few ride-alongs in a Bravo made it clear that slowing down takes some forethought. Those birds are as slick as a greased fish! Thanks for sharing your time and experience with us and my sincere hope is that your Bo is back before spring!

Definitely not correct according to Mooney. Vfe is 109 for either setting. There is some gnarly twisting load on the wings with any flap extension.

Page 23 of http://www.deltaaviation.com/Nav%20Page ... H3502H.pdf



Says full down for Vfe, but both Stacey and the current flight test engineer have told me no flaps above Vfe.

O2 saturation reading varies dramatically from person to person. My wife stays in the high 90s all the way up to 17.5 on cannula, whereas I am not even close. The documentation that came with one of my pulse oximeter units said readings at altitude may be unreliable. Swell.

Thanks for attaching the POH check normal procedures page 4-16

Flaps T/O until under 110 knots

I owned and operated a Bravo for 10 years never a flap problem cause I followed my training and the POH.

I love Moony,s flew my Dad,s 201 talked him into a 252 and partnered with him on the Bravo and bought our his share.

My wife definitely gets hypoxia at 14K it was funny how we found that out

Dan,
As I remember they reinforced the flaps on the J model and on all the models since then.

And you can see the 126 knot limitation was for 15 degrees of flaps.

AFAIK all the newer models have only 10 degrees of Approach/Takeoff flaps and that removes that limitation.

I was told and I believe that getting in the approach flaps,landing gear,landing flaps sequence sets you up for higher performance aircraft has worked for me that’s what I do in the Eclipse

The first notch (there is only this notch and then full flaps in the Bravo) is nothing much at all. In Daniels case, I would follow the owners wishes.

Anyone have thoughts about the cruise power setting that’s been recommended? In particular, 50-100 LOP at 30” and 2400 would put me in the middle of the “ red Box”. That’s sounds like best power FF to me. What say the Bravo guys here?

It is interesting how ambiguous the POH is on Vfe. I have an older version, Revision A, and it states it the same way.

On the following page (24), Airspeed Indicator Markings, it says the top of the white arc is "maximum speed permissible with flaps extended".

My J (older model) has a higher speed (115 knots).

My '87 J had a full flap limitation @ 115 kias, and an intermediate flap limitation of 132 kias.

You mean ROP ? Hard to tell without fuel flow (except where you said LOP )
I am typically 27"/28" and always 2400 rpm, 19.5-19.8gph, 1600TiT

Sorry for the misstatement Tony. You are correct. I did mean 50-100 ROP, not LOP, would seem to put me squarely in the dreaded red box. From what I can tell, LOP operations are not standard with the TSIO 540. The FF I’m seeing is 19.5 -20gph to the target TIT.

Daniel
I ran mine 34” and 2400 rpm and 1650 tit. And that’s what Weber’s in LNS recommended

I also remembered that I used a lot of up trim when landing so with first notch of flaps I started adding up trim.

And when I went to full flaps I added more up trim