Davidv

No, not as good as it gets. The Bravo was meant to be flown a lot higher than 10.5. I’ve done a high power setting at 19,000 for a few minutes as a test and got around 207-209 but the fuel flow was ridiculous to keep the TIT in a reasonable range (see pic below). Around 20k at 29/24 burning 18 gph I get about 200.

Door seal - that’s often the culprit. Any imperfection creates a vacuum and sucks in exhaust from around the fuselage. Do a paper test in flight where you move a sheet of paper around the door seal area to see if any part sticks.

Yes, my question wasn’t about whether to stay in or out, just a general curiosity about what happens in real life during the “live fire” areas. I often see commercial aircraft traverse the very edge of these boundaries (albeit at a higher altitude) so I assume the military is exercising some caution in where they are firing…

Thanks, that makes sense.

That’s true, but just seems like a lot of margin for error when you’re firing laterally line one of these areas. For instance, when I was flying from NJ to FL on Wednesday W-137L was the only area with live fire and it’s an area of 8 x 22 miles. Maybe that’s a large distance in terms of missiles or other ammunition? I have very little knowledge on this subject.

I was watching one of one the Flight Chops videos on YouTube and saw where he’s installing it in his new RV-14 build. I don’t know how responsive he is on emails but you may try him with any questions. Rather than add a switch I just changed the parameters in the setup screen (such as changing the bank angle from 45 to 60). I suppose you could disable there too prior to a flight if you really wanted to and the turn it back on after.

This is a general question for the military folks here or others who may know the answer. Occasionally I’ll get advisories from ATC of “live fire” in the warning areas. Obviously I’m going to stay clear of these areas but it got me thinking of the exact nature of this live fire. I’m sure this is a very dumb question, but what are they firing at in the middle of the ocean? I’ve always thought of bombing runs on the ground and that makes sense, but targets in the water? They can’t be firing weapons in any other direction since it would risk hitting a civilian plane just outside of the warning area, correct?

I see the same thing and I've suspected it's my pitot system but maybe this is more of a normal occurrence? I see my GPS speed stay roughly the same while my headwind component changes at about the same time as my TAS. Of course, there are tiny pitch changes that cause this too but when I see my TAS go from 200-193 in a one minute period it must be instrument related.

I never had XM until I got my new panel but now I get a ton of value out of it on long cross countries. The ability to see radar, METARS, TAFs, along my entire route from the time I turn on the master is well worth the subscription. Their winds aloft data is also much better and more detailed. I believe the standard NEXRAD is somewhat similar in both products and I'm not sure about the lag but I think it's marginally shorter than ADS-B. Can't be used tactically, but it's nice to see a line of clouds/storm in the distance and know roughly how long it extends (for example). While it's not absolutely necessary, any additional information I can get up there in the absence of onboard radar is helpful.

I wouldn’t stress too much about not being IFR. In the summer convective season you really don’t want to be in the clouds anyway. It’s all about staying VFR as much as possible so you can see an avoid towering cumulus. For instance, I’m going to fly from NJ to FL later today and may not file but just go flight following at 16.5. Many reasons for this and while I’d normally go IFR on a long cross country I want total flexibility to update my route based on cell activity. I assume you use ForeFlight? Look at every one of their weather products starting 3-4 days prior to the flight. I find their cloud top forecasts (CONUS cloud) to be very helpful in giving me a general idea of conditions along my route of flight. The good news is that you have a ton of flexibility on a route going from TX to OH. Unlike FL to TX for example where a front can close off the entire peninsula, you can pretty much deviate as much as you want on your route unless it’s a massive system. It sounds like you’re on the right path, just know that things will always change (even while you’re in the air) and be prepared to adjust accordingly.

I’m not sure how far you are from Oasis in MN but I think they are very experienced with our engine and I know of at least one Bravo setup they are doing right now (factory reman). If it were me I’d fly anywhere to have it done by the guys who have seen this engine in and out and hung it many times (doesn’t have to be oasis, just saying). It’s such a long term “investment” that any inconvenience of flying far to get it done will be shortly forgotten if it’s done right.

Is it true that the reman comes with a new turbo and intercooler? If so that's some pretty good value there as well.

The impressive fleet in Llano, TX (some owned by the city and I believe 2-3 at least owned by Cooper’s BBQ) gives you some variety. You can choose between crown Vic, minivans, SUV. Don’t worry, they all have the check engine light on.

Sounds like you made some good decisions and had a safe ending! As you point out in your story, one benefit of the twin is being able to shut down the engine before the issue (such a rapidly declining oil pressure), damages the engine beyond repair. In a single we are going to try and keep the blades spinning no matter what to try and make a runway. Interested to hear the cause of the issue once it's determined...

Houston does the same thing to me when I'm transiting, it just depends on your altitude and how much you're going to make them work harder with the airliners on the various STARS and SIDS.

I think that’s why you don’t see any for sale.

My fuel pressure at any other setting besides idle is 40 psi. I can’t speak whether 30 is in the right range but thought I’d give you a frame of reference.

Something odd happened on my flight yesterday that I’m thinking is an indication issue but wanted to get the collective wisdom of the folks here. I was climbing from sea level to 19k ft in a constant climb and my oil temp was pegged at 190 the entire way up (which is a little cool for a warm summer day in climb). As soon as I leveled off the temp went from 190 to about 207 in a matter of 1-2 minutes. Later in the flight the temp settled down to about 203-204. I know these temps are warmer than they should be but up in the flight levels it’s not abnormal for me to see temps around 200. Any ideas it has this happened to others? This is the first time in about 500 hrs of flying this plane this has happened…

Also, good luck getting any of these companies to pay for your complete R&R when something goes wrong...never mind your personal time dealing with it.

That’s right! To see family as well

I'd buy it just to hear the starting noise... I have the performance spreadsheet for the RR Mooney, it's interesting that the top speed is less than an acclaim at 25K feet. As others have pointed out, the fuel burn down low makes it a non-starter for under 10k feet operations and you're limited by Vne in the mid teens. It starts to look pretty good in the low 20s. Sure, more fuel burn for not a lot more speed but the reliability and the starting sound are big pluses :).

+1 for Paul, I believe he has at least one set available to install.

I’ll be heading to KBLM for about a week on Friday if anyone is around. Always up for meeting other fellow MSers!

Thanks, good to know on VS speed. Whenever you get a chance to get the data is fine with me!

That’s great, so if you’re in an IAS climb it holds it pretty much to the knot? There should be an SD card in your G3x that you can pull to download the flights to your computer. They are just simple Csv files but contain a ton of data.