Davidv

Hi Dan, While I'm not trying to put down others airplane listings (because a plane is worth exactly the amount that someone ends up paying), this one appears to be priced a little high. In my very limited experience: These are a few of the issues I would have with this aircraft just looking at it on face value: 1. High engine time but that oil consumption is incredibly low (maybe too low?) every engine is a little bit different but when I'm running around on short trips with more than average takeoffs I only get 6-7 quarts per hour. On longer cross countries (where I'm flying 3-4 hr legs), it goes up to around 10. The Bravos use more oil because of the bravo engine setup. Having said that, each flight hour could get increasingly expensive considering it has 1500 hrs. I've seen overhaul quotes in the 65-80K range. 2. Avionics as you've already pointed out. Nothing wrong with the 530W, but starting to show its age and not worth very much at this point. Also no ADS-B. Add at least $6K if you want a solution that gives you in/out. The KI-256 attitude indicator needs to stay if you want your KFC-150 to work and it's not uncommon for people to get lazy on the overhauls which can cost you $$$ if it needs one. Ask me how I know. Speaking of that, have the speedbrakes ever been overhauled? Add another $2k for that if not. 3. While I wouldn't run from a plane with new paint, it seems odd that it was painted in 2016. As you probably know, a well cared for, hangared, and maintained plane should get more than 18 years from the original paint. Maybe this has something to do with the low prop time... 4. Prop replaced 118 hours ago. They don't talk about damage history, but I can't see how this isn't from a prop strike. People who upgrade their propellers to an MT ect... usually aren't shy about stating so in the ad. The timing is suspiciously close to new paint job if the aircraft wasn't flown very much after around the world. 5. No TKS 6. Out of annual (or maybe it's happened, I think this one has been listed for a little while now). There are at least 100 people on this forum that know more than me when it comes to Bravo's but those are my quick notes. David

Ahh thanks, missed the 7” part.

I stopped in to see Phil Jiminez in Avon Park and was able to get this photo opp, twins! (Well not exactly, more like big brother medium brother). H

Feels a little more expensive than that, I’ve received quotes of $25-30K for a TXI including a g5 backup.

I’m no Avionics expert, but considering they already have the GAD43E which provides attitude information from the G500 to the King autopilot, it appears that the functionality already exists. They just have chosen not to develop something that will emulate the attitude information for their G5/G3X. But it’s clear that the outputs from the GAD43E work fine with the king autopilots.

It feels like such a dumb decision strategically for them. Yes, it will force less people to go buy the GFC right NOW, but the G5 will be the gateway drug to another G5, maybe a TXI, G3X (both of which could use a G5 as a backup), ect... at a relatively inexpensive cost. These 20-30 yr old autopilots won’t last forever and when the overhaul cost looks too expensive and it’s time to switch, is a pilot with a Garmin cockpit (see gateway drug above) going to choose a non-Garmin autopilot given the price of the GFC500? I don’t think so.

Since everyone appears to be ok: "Aging damage history, minor gear up landing in 2019, professionally repaired with full documentation"

Looks amazing

People have different views of owning and maintaining a turbo, but I would go Bravo/acclaim if that’s your mission. I’ve flown mine non-stop from FXE to NYC (if you can find a solution for the no bathroom break) and it’s nice to have the flexibility to fly much higher when the winds are in your favor. I would even do FXE to Boston in the flight levels when the winds are right and it will be just shorter door to door than commercial. (Of course coming back to Florida a different story!)

I just spoke with Sandel and they told me that the heading bug is the only piece transmitted by their unit to the AP. Everything else comes directly from either the radios or the GPS to the AP. I’m going to call my installer who put in the 375 and see what they say. I’ll let you know what I find out.

Thanks Skip, my HSI is a Sandel 3308. My NAV 1 is a KX-155 which feeds the ILS info to the Sandel and my GNX-375 sends the RNAV data. Both seem to be working well visually.

Thanks, I’ll also call Sandel and see if I’m missing a setting with them.

Thanks @Awful_Charlie, it doesn’t come on in either mode.

Thanks @carusoam, also curious if anyone else has had the GS not illuminate and what the outcome was? It's connected to my Sandel 3308.

I'm not sure about how far you want to go, but I use Phil Jiminez in Avon Park who's very good and fair in my experience.

I thought I'd just use this thread rather than starting another. I'm also having an issue with my KAP150. On an ILS or LPV the autopilot does a very good job of picking up the lateral but not the vertical. As I intercept the GS the "GS" light on the AP does not come on and it does not pitch down. Any ideas? I was thinking a pitch servo since I get some quirkiness sometimes when setting a descent or climb with my preselect. However, the fact that the GS light does not illuminate has me thinking it may be something else?

Amazing setup. As I told another mser earlier today, look on the bright side, you'll no longer have to worry about where to invest the $XX,XXX you're sending to Garmin. That money is their problem now!

I'm usually 98+ at sea level but easily be at 80 without oxygen above 10-12K. If I set my A5 to a high altitude setting I can get over 93-94. I'm not sure how low this is, but I'm a non-smoker and in reasonable shape.

Thanks @donkaye and everyone else who responded. Does anyone with an 02D2 and a Bravo see higher 02 readings? The main reason why I'm looking into a system is to get 95%+ saturation without setting my A5 to full blast.

I'm considering upgrading to a better oxygen system and was curious if anyone had a better experience with the Precise X3 vs. the Mountain High 02D2. My current A5 + oxymizer works OK, but I feel like it's always slipping out of my nose and a boom style would ensure that I'm getting enough oxygen throughout the flight (I check with an oximeter periodically and sometimes I'm lower than I'd like). I could just get the boom sold by precise flight with my A5 but I'm thinking that will use too much oxygen without the oxymizer? I'd appreciate anyone's advice!

The dream panel...congrats!

Welcome @Jetrn! Did you buy the aircraft in Vegas? Coincidentally, I also bought my Bravo in Vegas where it hadn't flown very much in the year before purchase. When we brought it home to FL, we first had difficulty with a hot start in Llano, TX and thought it was just an issue with putting too little or too much fuel into the engine. Then came the next stop in Atmore, AL. It was a crisp 37 degree evening after we fueled and tried to start with no luck. Over the next 4 hours we tried everything including going to dinner and letting it rest for 2 hours. Still no luck. It was now evident that we weren't getting a spark. The next day with the help of a local mechanic we removed the mags and found the left mag had condensation inside. The mechanic cleaned out the mag, put it all back together and we were on our way. I know how you feel as a new to you plane owner having your plane down. After my stranded experience I had new mags installed as soon as I got home. I can't say for sure, but the plane had lived in the desert for the last 10 years barely seeing moisture and I'm sure this was a big part of the cause.

The part that’s a little nerve racking is that it’s going to head towards Freeport and just hangout there for 24+ hours while we bank on a sharp turn to the right.

Good news, Sheltair is able to offer me some ramp space in Denver:

If key west is out of the wind zone that’s def where I’ll be! Unfortunately not many options southwest...