FAST FLIGHT OPTIONS LLC

I was recently told a Lycoming factory reman (not new) TIO-540 AF1B for a Mooney Bravo AFTER you receive a credit for your engine core is $125,000.00. You could expect to add $10,000.00 for the R&R bringing you approximate total to $135,000.00. The wait for this engine is approximately 1.5 years!! Can anyone confirm this to actually be the case?

I have owned my 2004 Bravo for almost 4 years now. It is without a doubt my "forever" plane. My expenses are almost exactly $3,000.00 per month.

looks heavy?

I'll take them! I need them for my Bravo.

yea I sort of knew they said they were going to be doing them...now I'm just wondering if they actually are?

3 part question - I read somewhere the Mooney factory was re-opening (again) and will be conducting annual inspections. Could anyone confirm if this is in fact the case? If they are doing annual inspections is there anyone here that may have recently used them for this purpose? If so, could you provide any feedback on your experience? Thanks

got it!...I'm tracking now. No...i have no tank modifications. Standard fill already eats up 600 lbs of useful load. I don't need or want to be tanking around anymore than that.

I have no modifications to my tanks. I know the POH says 89 gallons which is to the bottom of the filler neck but i though everyone could get to 100 gallons by simply filling to the top? I didn't realize that was dependent on model year?

who is Jose?

ummm....i just fill the tanks to the top ?????

I think we are doing close to the same thing; however, I usually take on the full 100 gallons of fuel to get me a bit more flying time so i plan on having 80 gallons in the tank when i get to 18,000.

My fuel flows are G2G and correspond to the TIT settings I am using on the Moritz gauge so I am reasonably certain the Moritz probe is working as it should be and the indication is (more) correct than the JPI. I don't suspect any issues there but that brings up a good point about the TIT probe on the JPI. I may have it replaced to see if it makes any discernible difference.

along those lines I could tell you that I flight plan to use the same amount of fuel regardless of the climb setting. From engine start to my cruise altitude in the flight levels is always around 20 gallons. One setting gets you there quicker at a high fuel burn and the other takes longer at a lower fuel burn; however, once you get there its almost always the same amount of fuel used. I also never lean in the climb as the POH dictates that climb should be full rich and I tend to agree in that regard.

2003 Mooney Bravo here with (perhaps) another stupid question. My JPI EDM 700 T.I.T gauge reads exactly 90 degrees cooler than my Moritz T.I.T gauge. I operate the engine based on the Moritz T.I.T since it’s the hotter of the two and its certified as the primary. 1) Does anyone else with two T.I.T probes experience this? 2) Why if the Mortiz gauge is indicating 1600 (which is where I run my T.I.T) is the JPI indicating 1510? 3) If the answer is location of the probe than a couple of inches between the two probes could actually mean a 90 degree difference between them? 4) I want to upgrade to a Garmin EIS or some other primary display but now I’m worried having just one T.I.T probe wouldn’t provide me with assurances I would feel comfortable with regarding my T.I.T. readings. By that I mean imagine if my current JPI was my only T.I.T. gauge and I ran the engine at 1600 based on the display indication when in fact the turbine was actually operating at 1690 degrees. Do you think my concern is warranted? 5) If I go with a Garmin EIS how could i ensure the T.I.T reading is accurate?

2003 Mooney Bravo here with (perhaps) a stupid question. On takeoff, I follow the POH and climb at FULL THROTTLE. When I reach 1000 FT AGL I transition to a cruise climb (34/2400 120 KIAS) which is again in accordance with the POH as you all know. My question is this…I sort of enjoy the rate of climb I get during that first 1000 ft at FULL THROTTLE. If I continue to climb at those power settings say to 10,000 FT and my engine remains cool and within normal parameters could I be harming the power plant in any way by not powering back to 34/2400? For what it’s worth I don’t care about the difference in fuel burn between 34/2400 and FULL THROTTLE on the way up.