I've got a J model and It opened my eyes when I realized that if you ever need to get behind the engine to remove something, get to the mags, etc, the lower engine mount bolts are parallel to the firewall, so you can essentially remove the upper mount bolts, then loosen the lower and rotate the engine downward. The slack on all of the control cables allows for the engine to rotate downward more than enough to get back there. I took back all the mean things I said about Mooney while replacing the engine mount shocks. Looking forward to seeing the next video!
Purchased my Bravo with 1950 hours, TBO is 2000 and my overhaul/install cost was approx 75K in 2021, my TIO-540-AF1B is a cross country machine and is very stable. My good friend next hangar over has a Rocket, his TBO is 1600. Both planes are excellent. My Bravo almost doesn't fit in my T Hangar! With the Bravo, you have to keep the CHTs below 380. Thanks for a great video, Go Mooney!!!
Very cool...!!! I had to remove and reinstall a 305 Rocket engine back is 95' due to contaminated fuel that was sold to a string of FBO's back then on the west coast. It's an extremely "BAFFLING" engine to reinstall. We didn't have manuals for a 305 so, in pre-PDF technology fashion we had Rocket FAX a copy. So, in a way a barely had a manual to try and resolve weather or not the little dots on the paper were showing that this engine baffle goes this way on this side of the engine or that way on the other side. It was a valuable lesson in labeling parts better before removing them if you're not familiar with what you're working on. A lesson that I still use till this day.
Nice rundown on the Rocket, thanks. I was told Continental parts are not as available as Lycoming. Also, Bravo has improved interior and quieter compared to a K. Comments?
Definitely a much nicer interior in the Bravo and more room. As far as parts, the contintal is considerably cheaper than the "wet head" lycoming. However, the whole supply chain is still roached. I know some guys are waiting over 12 weeks just for a crank case. (Lycoming and contintal)
My Bravo was not a good climber. I trued out at 185 knots at 15000 feet burning 19 gal/hr. A little better higher. I never ran the TIT above 1650, usually around 1600. The biggest benefit to me was the FIKI that made it a all weather machine. Since I am retired now and don't have to be anywhere so I bought a 201. Much simpler, still very fast, and a better payload. I can go 159 knots on 11 gal/hour.
Yes, if it had any less power, it would be deadly 🤣🤣. That being said, someone needs to certify it for a turbo prop. But that's basically what a TBM650 is
I've got a J model and It opened my eyes when I realized that if you ever need to get behind the engine to remove something, get to the mags, etc, the lower engine mount bolts are parallel to the firewall, so you can essentially remove the upper mount bolts, then loosen the lower and rotate the engine downward. The slack on all of the control cables allows for the engine to rotate downward more than enough to get back there. I took back all the mean things I said about Mooney while replacing the engine mount shocks. Looking forward to seeing the next video!
Purchased my Bravo with 1950 hours, TBO is 2000 and my overhaul/install cost was approx 75K in 2021, my TIO-540-AF1B is a cross country machine and is very stable. My good friend next hangar over has a Rocket, his TBO is 1600. Both planes are excellent. My Bravo almost doesn't fit in my T Hangar! With the Bravo, you have to keep the CHTs below 380. Thanks for a great video, Go Mooney!!!
Very cool...!!!
I had to remove and reinstall a 305 Rocket engine back is 95' due to contaminated fuel that was sold to a string of FBO's back then on the west coast. It's an extremely "BAFFLING" engine to reinstall. We didn't have manuals for a 305 so, in pre-PDF technology fashion we had Rocket FAX a copy. So, in a way a barely had a manual to try and resolve weather or not the little dots on the paper were showing that this engine baffle goes this way on this side of the engine or that way on the other side. It was a valuable lesson in labeling parts better before removing them if you're not familiar with what you're working on. A lesson that I still use till this day.
Nice rundown on the Rocket, thanks.
I was told Continental parts are not as available as Lycoming.
Also, Bravo has improved interior and quieter compared to a K.
Comments?
Definitely a much nicer interior in the Bravo and more room. As far as parts, the contintal is considerably cheaper than the "wet head" lycoming. However, the whole supply chain is still roached. I know some guys are waiting over 12 weeks just for a crank case. (Lycoming and contintal)
My Bravo was not a good climber. I trued out at 185 knots at 15000 feet burning 19 gal/hr. A little better higher. I never ran the TIT above 1650, usually around 1600. The biggest benefit to me was the FIKI that made it a all weather machine. Since I am retired now and don't have to be anywhere so I bought a 201. Much simpler, still very fast, and a better payload. I can go 159 knots on 11 gal/hour.
Underpowered Dog! 😊
Yes, if it had any less power, it would be deadly 🤣🤣. That being said, someone needs to certify it for a turbo prop. But that's basically what a TBM650 is
The rocket doesn't get a GW increase compared to the 252? Not much can go in it then
The Rocket conversion gets a substantial GW increase to 3200lb, my Rocket has a useful load of 997lb