PDXBravo

Looking for a good A&P for my Bravo. I'm based in NW Florida but will fly anywhere in FL, AL, MS, NC, SC, GA. Who have you worked with and would recommend? Thank you - Adam

I'd love to attend the next lunch! Our Bravo is hangared at Gainesville but spend a good amount of time at Cedar Key.

Can you let me know when you update the website with what's available? I keep having to cross reference between the various posts and the website.

@whiskytango I'm in the same boat. I have a GNS480 / CNX80 that I'm looking to upgrade. Did you upgrade?

@M20Doc Here's a detailed video by AVweb which might help your businessman client. Comparison to the SR22 begins at 3:50. I've flown my M20M Bravo 220 hours this year; 75% for my small business. It's a "Personal Regional Airliner" due to speed, FIKI TKS, and the turbo to get on top of icing. When I bought the Bravo 5 years ago, I was originally searching for a Cirrus but I found that I could get a faster Mooney for 1/3rd the price of the Cirrus. The economics were clear. If it helps, I'm also avail for a phone call to talk him through my thoughts and share the Excel "total cost of ownership" comparison I did between the two makes.

I own N10KG:

2020: 221.4 hours and 27 instrument approaches in the Bravo 3 transcontinental round-trip flights 2021: Fly the North Atlantic Route to visit family in Germany

@carusoam Perfect conditions. 3 days skiing back to back, open to close. For all the heavy metal on the ramp, KTEX is surprisingly GA friendly. Reasonable tie down, hangar, and fuel prices.

This morning: "Telluride traffic (9078 MSL) Mooney 10KG departing runway 27", then lights, transponder, mixture full rich and.... the engine promptly died. Started back up, leaned for max power at 2000 RPM, taxied on to the runway, applied full power THEN went full rich. Worked like a charm, 1000fpm climb out. So many things the POH doesn't explain you must learn...

I've had a similar experience and have posted about the same: In my experience, when the OAT gets colder -30C, the heater struggles to keep temps in the cabin warm. I wear a warm jacket and winter cap when I anticipate flying in these colder temps. I'm also looking in to a portable heater to plug in to the 12v to help boost cabin temps.

I have a 1998 Bravo. I have approx 350 hours on the plane in the 18 months since I purchased it. Yes; I've never totally drained then filled up to verify. I fill to the absolute top and put 89 gallons in the fuel flow computer. I've heard the same thing but have been unable to confirm. 32" and 2400 RPM @ 20gph + (typically) 20 gal reserve = 3.45 hours of endurance (zero wind range is a product of altitude flown and the resultant TAS). ForeFlight Performance Plus has a Mooney Bravo model setup, is very accurate, and should pay for itself in fuel savings on the first flight or two. I also found a great PAC (Power, Attitude, and Configuration) sheet for IFR ops (approach descent, approach level, ect...) if you want I can pull it from my iPad and send.

Has anyone tried portable/plug in 12V systems (similar to: https://www.amazon.com/dp/B07N2L6XDG/ref=cm_sw_r_cp_api_i_rtWwCbH9N4BDJ) which could boost the cabin temps another 10 to 20F? Sent from my iPhone using Tapatalk

Took the Bravo up FL210 today on a flight between Vancouver, WA (VUO) and Salinas, CA (SNS) to take advantage of tail winds and achieved a 276 knot ground speed! However, it was -45C on the OAT and even wearing my ski gear with the cabin heat full bore, I could see my breath, with which I also frosted the pilot side windows and couldn’t defrost them. Any best practices to keep warm and defrosted in the flight levels? Sent from my iPhone using Tapatalk

35 to 42psi based on 4 enroute photos I have. Sent from my iPhone using Tapatalk

I’m 6’4” and had the same worry before buying my Bravo. The concern was completely unwarranted. You’ll be fine. Sent from my iPhone using Tapatalk