FAST FLIGHT OPTIONS LLC

Could anyone tell me the specific size and/or type of screw used in the front of the bravo cowling and the small cam lock ones on the front? I would like to order some replacements on aircraft spruce. Thanks

I went with a Bravo vice an Acclaim mainly because of the price delta, the more reliable lycoming (perceived or real), and most importantly the avionics were not upgradable. That was a showstopper for me.

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.