Mooney Bravo

[ChristianGodin]

Anyone can tell me what is the fuel consomption of a 1990 Bravo low and high altitude.

[RJBrown]

Want the smart ass answer or the long involved "it depends"answer.

I don't know the specifics of a Bravo, I flew a Rocket. But......

In a turbo charged airplane power setting determines fuel consumption. Altitude is a factor in how fast you go on that fuel but not on how much fuel you use. I considered my Rocket a 20 gal an hour plane. At 72%it burned 20 gal. At 12,000' it went 200 knots. Higher you went the faster it got. Same 20 gal got 230 knots at 24,000'.

Bravo goes a bit slower and uses a bit less fuel. Though if a Rocket were slowed to the same speed as a Bravo it would use slightly less. To extend range you can choose to slow down. At 15 gph/55% a Rocket will go further on the same fuel. 10 kmpg @ 20gph 12.4 kmpg @15gph. Meaning at 12,000' 20 gph will take you 1000 in 5 hours while 15gph will take you 1240 miles in 6 hr 20 min.

Just a guess on my part but 18 gph for most operations?

[carusoam]

-a-

[Skywarrior]

High altitude, 27/24: 17.5 gph.

 

Low altitude, 24/24: 14.5 gph.

 

100 ROP.

[Mooneyjet]

What kind of true airspeed would you see at those settings skywarrior. As well what sort of climb profile do you use, any experience with icing in flight. I'm also looking at bravos thank's.

[Hank]

Scroll down on the home page, there's a whole Bravo forum that may answer all of your questions if you scroll through it.

[donkaye]

I've had my Bravo for 21 years so I know a little bit about them.

 

Fuel flow at 75% power (29"/2400) is 18.5-19 gal/hour at 1625° TIT where it should be running.

 

TAS = 200 kts at 15,000

TAS = 205  kts at 17,000

 

I have found that those are the altitude I prefer to fly.

[Skywarrior]

What kind of true airspeed would you see at those settings skywarrior. As well what sort of climb profile do you use, any experience with icing in flight. I'm also looking at bravos thank's.

 

27/24 @ 17,500 =  185 KTAS

 

Don't remember the low altitude/low power TAS.

 

Climb at 120 KIAS, 34 inches, full prop at first, then decrease prop angle just a bit as I go higher.

 

No experience with icing yet.

 

A Bravo can eat as much as fuel as you want to give it, or be as frugal as you want it to be. It's a choice of airspeed and engine heat.

[Mooneyjet]

Thanks for the replies guys, nothing better than hearing it from the guys that fly this mooneys.

[carqwik]

FWIW, my Bravo is about seven knots slower than Don's at those power settings and altitudes...but my fuel flows are comparable to his.  No TKS either...

[Awful_Charlie]

I'm the cheapskate (fuel this side is over $10 a gallon) so tend to use the 12-14GPH cruise, peak or just LOP and 30"/2200.  That returns 170-180KTAS in the teens, maybe as good as 185 around FL200.  FIKI but not aircon

[aviatoreb]

I'm the cheapskate (fuel this side is over $10 a gallon) so tend to use the 12-14GPH cruise, peak or just LOP and 30"/2200.  That returns 170-180KTAS in the teens, maybe as good as 185 around FL200.  FIKI but not aircon

 

The view was so amazingly gorgeous....I forgot to look at your engine settings too closely.  Forgive me!  What kind of cut/egt/tit esp do you get at peake 30''/2200?

[Awful_Charlie]

The view was so amazingly gorgeous....I forgot to look at your engine settings too closely.  Forgive me!  What kind of cut/egt/tit esp do you get at peake 30''/2200?

 

Heh - bit of a strange one this.  I replaced the TIT probe as required by the MM, and despite using the (expensive) Mooney part, my TITs instantly lowered by about 100degF,  consequently I give myself a 1650 indicated TIT absolute redline now, but prefer to keep it sub 1550 indicated.  Also my EGT probes are quite close to the heads, so they tend to read quite high compared to any other aircraft I've had with a proper engine monitor.  So with those in mind, I get about 300-350 CHT, 1500-1600 EGT and 1500 (indicated) TIT

 

Still waiting for the photos

[aviatoreb]

Heh - bit of a strange one this.  I replaced the TIT probe as required by the MM, and despite using the (expensive) Mooney part, my TITs instantly lowered by about 100degF,  consequently I give myself a 1650 indicated TIT absolute redline now, but prefer to keep it sub 1550 indicated.  Also my EGT probes are quite close to the heads, so they tend to read quite high compared to any other aircraft I've had with a proper engine monitor.  So with those in mind, I get about 300-350 CHT, 1500-1600 EGT and 1500 (indicated) TIT

 

Still waiting for the photos

 

OMG - I'm sorry awful!  How awful of me - I thought I did it I guess and it is off my radar by now.  I am on travel right now - so when I am home in one week - if I am not sending to you from my home computer where the pictures reside....

 

So with those fuzzy numbers in mind....your numbers unsure - and likewise my numbers unsure - can our CHT/EGT/TiTs be properly calibrated so we can know?