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I have a 500 hr SNEW engine on my 1999 Bravo and recently developed oil leaks around some (not all) of the exhaust flanges (annual inspection time). See the attached photos for the flange and deposits on the the EGT probe and clamp. As this is a Bravo, the oil deposits are worse on the lead cylinder in the daisy chain that injects oil on the exhaust valve. The Bravo engine runs an oil line to the number 2 (pilot side front) then Tees off to the Number 4 then Tees again to the Number 6 cylinder. Its in reverse order on the copilots side and runs to the number 5, then tees off to the number 3 then tees to the number 1 cylinder. The The oil leakage is most pronounced on the first cylinders ( 2 and 5) of the daisy chain, with less on the second cylinders (4 and 3) and none on the final cylinders (6 and 1) of the daisy chain. There has always been a very small amount of oil leaking around the number 2 cylinder exhaust flange and depositing on the EGT probe since the engine was new with 0 hours in 2011. However, the airplane is in for annual inspection and the leaks are more pronounced since last year and the last oil change. Compression is very good (high 70's) and oil consumption hasn't changed this past year. Has anyone had similar experience? Thoughts?

Hello, I am relatively new to GA with 110 hours. I am pre-solo (waiting on my medical) and am biding my time flying with my instructor by starting IFR training. After I get my medical (and presumably my PPL) I will be looking to buy a plane. The M20M Bravo has always been on the top of my list, but I get lots of suggestions from various people I talk to and I’m considering alternatives. (Except a Bonanza. I don’t get the appeal.) One thing I keep hearing from people is that retractable gear maintenance is a money pit. Of course all the other aircraft I would consider are retractable except a Cirrus. Does anyone have any anecdotal information about what annuals tend to run on Bravos in 2024? As I understand it Mooney gear tend to be simpler in design and cheaper to maintain (and more reliable). Beyond annuals, what gear maintenance costs are there? What other general maintenance costs should I consider? For those who are curious, for my “forever” plane I’m also researching the Cessna T210N, Cessna 310R, and Cirrus SR22 Turbo. I may also buy a Grumman Tiger or Cherokee 180 to build time and move on to something complex later. The features of rhe Cirrus check a lot of boxes but it’s expensive to buy. I’m trying to do the math to see if the insurance and maintenance savings of the Cirrus justify the added cost. There’s also the emotional factor that I just don’t really like the Cirrus and like Mooneys better - which is why I’m posting here and not the Cirrus forum haha

The analog fuel gauges don’t seem to be reading well, nor do the wing sight gauges on the ground. Fortunately, the Shadin does as it was right when I topped off last time, thinking I would only be filling to 100 vs my full 118. Board insights behind this & solutions? Cheers,

Hey guys. Very happy Bravo owner putting her up for sale. Been a great plane, will miss her. 1997 model built in 96 (is the new style composite interior). FIKI TKS, 950 on factory new engine, at Maxwell's getting annual right now. Dual Aspens both with batteries, Garmin 430/530, GDL69 XM, Garmin GMA350 Audio with front/rear aux inputs, KFC150 with altitude preselect, Stormscope, Ryan TCAD, Bendix radar altimeter, Garmin 796 on yoke hardwired/cross fills from 530, new Kevlar O2 tank a year or two ago, LED landing/taxi/recognition, King DME and ADF, GAMI injectors, Shading fuel flow, EDM 700 engine monitor, Tanis engine/oil heater, and speed brakes. No damage history, hangared in Texas since new. Everything works, strong engine, flies regularly. Electric tow bar will go with plane. Email me if interested: wolftj (at) mindspring.com, I don't monitor this board very often.