JohnB

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JohnB last won the day on April 29

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About JohnB

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    Lives Here

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  • Gender
    Male
  • Location
    Long Beach, CA
  • Interests
    Flying, Animal Rescue (Pilots n Paws)
  • Reg #
    N300RA
  • Model
    M20M

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  1. Got it! Looks like this is the same problem as the other thread.. moving to the other one.. thanks again all hugely helpful!
  2. JohnB

    Low oil pressure in 30 hour engine

    I’m having the same issue drop in oil pressure with increasing altitude, for me it’s about 1psi drop with every 1000 feet above 11k starting at 55psi. My engine was built in 1993. Already did all of the attempted fixes above except changing tappets. I’ll be calling Lycoming tomorrow. But is this an actual problem? I heard from reliable mechanic that it’s not unusual for bravos to run fine below 55psi at altitude.
  3. Ok I’m raising the ante... I’ll buy beverages of choice whenever I get to meet you for the Bravo owner who can fill in this chart! PM ok if you don’t want to share! And if you could also let me know whether you have digital or analog gauges and if you’re on your original engine. Altitude Oil Pressure (psi) 12,000 ____________ 15,000 ___________ 18,000 ____________ 21,000 ___________ 25,000 ___________ Thanks hugely!
  4. Yes read that post with interest. The author did the following after his overhaul (which sounds very expensive) In my case, after flying the reman engine for 21 hrs, the engine was pulled and rebuilt w another new camshaft and new tappets, the original design type. After that, I can fly up to FL240 without any oil pressure drop. It certainly fixed the issue. No sense having an engine and plane that can fly at FL240 but you need to fly with the oil pressure in the red or yellow.... Hoping to see if this can be fixed without having to rebuild an entire camshaft and tappets. Or if it even needs to be fixed?
  5. Oil temperature stays rock soilid and doesn’t change with altitude. That is very interesting, and hugely helpful I like that explanation thank you! Ha! True, I never noticed this before I had digital gauges for oil pressure. I’m thinking the analog gauges don’t give you warnings like the digital ones do now which we don’t notice, at least that’s what I’m thinking could have occurred. But it should be reading the same with both digital and analog with your explaination above, except the analog doesn’t give you a caution warning when it dips down. Still hoping Someone still flies their bravo in the flight levels and can take a peek at their oil pressure gauge and share that number and their altitude. So at least I won’t be chasing a non existent problem.
  6. Huge favor I’ll ask from fellow Bravo owners. What are your oil pressure readings in Psi at altitudes above 13,000 feet? 18k feet? This is a question for Bravo owners. in mine, I have noticed a steady decrease in oil pressure readings as I climb in altitudes just above 13k to around 53 psi with no other gauge changes. Haven’t gone higher recently since I’ve noticed this with more accurate gauges than my factory gauges were. I’ve had the oil pressure screw adjusted, spring replaced, gauge sensor replaced with same so I’m wondering if this is just a lycoming issue in our bravos that doesn’t affect performance before throwing more repairs at it. What I would be hugely curious about if another bravo owner next time you’re flying above 12 k, if you could note what your oil pressure in PSI is at 12, 15, 18, and 21k if any of us are still flying that high that would be hugely helpful. Thanks in advance! John
  7. JohnB

    VEGAS woot

    Speaking of winds, there can be some pretty strong winds in Vegas with gusts. Particularly important if you land at N Las Vegas or Henderson as there's only two directions you can land at those. If you choose one of these, make sure your crosswind skills are good! Another reason why I like McCarren, as their crossing runways almost always seem to have one of their runways aligned with even the strongest gusty winds with limited crosswinds.
  8. Follow up. Changing altitudes once you get used to it is much easier, but it takes getting used to as it’s different from altitude preselect. You can’t just use the knobs alone, but tapping the screen twice is as easy as pushing the engage / arm buttons on a typical preselect. So I don’t need a GCU 485 controller, thank goodness as those take up lots of panel space. So once you get used to changing altitudes and vertical speeds with the device, it’s a breeze. Another feature that’s really fantastic is that when everything is doing ok, and you’re in cruise, and you change to the full screen PFD display with SVT, it is very calming, even in near imc or limited visibility weather. Still exploring features that I’ve never had before now. Very dreamy to fly!
  9. JohnB

    VEGAS woot

    Thanks @carusoam! You da man!
  10. JohnB

    VEGAS woot

    +1 on Atlantic at MCCarran. You don’t get remotely the amount of service at NLV or Henderson. 10 gals fuel waives ramp fees.This time I got really lucky on departure and got vectored right over the strip! Luckily my trusty co pilot was able to snap these as I navigated. Hmm can’t unrotate these but this was way cool.
  11. I haven't tried pushing alt button on autopilot and adjusting altitude to see if it auto arms, I'll try that. Unfortunately I can't hold my ALT button down while adjusting another knob unless I use two hands with my setup. Hey Don, here here.. my thoughts exactly! Yes, I wish that were the case. If you could push the inner knob to arm the altitude capture/ vs, that would be ideal. but you cant. (I asked Garmin if you could change it to that, they said nope, I'm still going to write them as I think that would be a good addition to have to their software as an option to toggle between sync and arm in your menu setup) Pushing the knob synchronizes your current value into the autopilot. So the easiest way I've found to do it, is use the outer knob to select the ALT or VS field, inner knob to select the ALT or VS, take your hand off and tap the screen in each portion to arm/ engage each of them as you adjust each of them. Still a few too many pushes and hand movements than ideal for a rapid altitude change for me, but possible to get used to. Heading change is quite simple. This looks much faster on the GCU 485 PFD controller, twist the altitude knob, hit arm button, twist VS knob, hit engage and you're set.
  12. PIREP 5-14-18 G500Txi with EIS system Ok, I waited to do this one as I wanted to fly for a bit to get used to the equipment. 1) EIS. As some of you may know, I was hoping to get just the EIS strip only, and use my JPI 830 for everything else and I found out this is NOT possible from Garmin. In further reviewing EIS features and using them, almost every engine feature that is present on the EIS is on an JPI or MVP 50. The strip is helpful in that for the major items (oil temp pressure) you get yellow annunciators or red caution annunciation. You can't display actual shock cooling (CLD) values, which is a pain, but for everything else you get advisory messages (so you have to pay attention to advisories) that you can custom select for almost anything you wish to monitor, so I like my EIS now and am keeping it. Only thing it doesn't have is the ability to display CO levels from a compatible unit (ie Guardian) and given their STC process, this would be not possible to add in the near future. I think I can get used to my EIS system as its so clean integrated into the system, just have to pay attention to the "A"nnunciator light when it illuminates. 2) Extra costs for TXi - Synthetic vision comes with a 10 hour trial on all TXi installs, but once you see this, you will buy it, so you might as well plan on the extra 3k to get it as even though you only maybe actually would be useful around airports for runway landings etc, it is so cool that after you spend your $ on the Txi, you're gonna need it. The SVT on the aspen is no where near the resolution of the SVT on the TXI 3) More extra costs for TxI - Ok Autopilot use. It is far too clunky to use the touch screen only to enter course and altitude changes with your autopilot. (I have a KAP 150) If you're given an altitude and heading change here's what you have to do. Twist knob or type in new heading (easy to do). Altitude, type in new altitude or scroll to it with knobs,. Hit Altitude capture. Then go to VS select, tap the - sign or + sign, then type the VS you wish, type or twist in VS then hit engage on the screen (if you forget to hit the - sign on typing, if you want to go down, youll go up which will cause controllers to wonder where you're going) Knobs are easier BUT there is no way to capture an altitude or engage a vertical speed using the knobs alone! You have to select the VS/ Altitude and then touch the screen at the appropriate place to engage. Next flight, I am going to try doing VS engage first then select altitude, and to Altitude select engage, and alternatively, use the manual CWS unlock button to manually go to the selected VS then use the knobs to sync that VS if that makes it easier next flight ) I wonder how you G500 users are doing this as all you have is knobs if this is different on the TxI. It would be fantastic if Garmin would make pushing in of the button to engage your altitude or VS choice, (hint hint Garmin factory lookers!) that would be wonderful, but instead, pushing in the button only syncs your current setting. This is clunky in turbulence or rapid fire ATC instructions which I get all of the time. Calling Garmin, the solution would be to install a PFD controller (+$3K) for your autopilot named a GCU unit (which is a few concentric knobs with arm and engage buttons on them, you can adjust all flight course and alt and barometric parameters) Which then has knobs and buttons easily selectable. With our Mooneys and panel space, I would recommend planning for adding a GCU unit in a place you can easily get to it as the altitude changing function of the Txi is not ideal, but would be perfect with a PFD controller which Im looking at getting, so save space for it on your panel in a place you like in case you want one later. That's all I have for now. Great unit overall, makes me want to fly MUCH more. John
  13. JohnB

    LED lighting Poll

    I had the original Parmetheus LED lights, and yes they are brighter than the incandescent replacements, but the main advantage for Whelan is that their energy drain was MUCH less, nearly negligible compared to the incandescent. (I can barely see the needle move when I turned on the Whelan lights, but was a noticeable drain turning on the incadescents). Oh if anyone wants these, (I have 4 Whelan Prometheus, two taxi two landing PAR 46-24v) I can give them to you for cheap! I upgraded to the sunspots (24v) at last Oshkosh as the light output was just miles beyond the Whelans, but the power drain was only slightly less than that of the incandescents. So its a trade-off. They had a Parmetheus plus at last Oshkosh which they claim was up to 50% brighter than their original, but still no where near the sunspots (From my eye, sunspots were 200-300% brighter). The comment i got from their rep is "of course if we put more energy into it, it will be brighter, but we still have the lowest energy drain of LEDs on the market". So I guess the question for use would one prefer a brighter light or lower energy drain in deciding between the Whelan and the Sunspots. John
  14. Updated availability on items above. Lots of inquiries thanks! Feel free to ask any questions regarding any of the units by PM. All are serviceable units, fully operational at the time of removal (except factory oil temp gauge which sticks). Once you have decided on a unit, and are ready to purchase please PM me your confirmed bid, and if accepted, I can hold it for you for up to 7 days to await arrival of your check. UPDATE - My JPI EDM 830 without probes may be coming up for sale, ill know by the end of this week and ill repost for that if it does.
  15. The JPI is not for sale at this time as its likely going back into my airplane.