Jetpilot86

Did that last week over GA. Already pricing out the TKS upgrade. The way I prefer to fly my Bravo, it’s needed.

On the East Coast of FL, they are bulldozing T-Hangars to build more Corporate Jet hangars. I just got an offer in either FXE or PMP for a T-hangar for my Bravo at $1260/month. I passed for now as I don't spend much time there in the Summer and am only there for a week or so at a time before flying back out. I hangar in KY for 1/3 of that, and in CO for 1/2.

This. I kept mine out of FL for roughly the first 8 months, just to make sure.

Hopefully, I'll remember to check when I fly her to GGG in a few weeks. But that low, I'd be surprised if I broke 1525 while running my 10 LoP and right at 14gph. My CHT's run warmer than I like, but not the turbo....

I got mine from Great Lakes and had Maxwell install them at my annual.

I've got 8 months or so left on my Lycoming OH on my Bravo.

Me too! My only guess is that mine came with a new turbo and everything is still new at 130 SFOH. I finally got #6 CHT at 370 at 30/2200, but #3 is now the problem child suddenly running 380-385 when it used to run 370-375. That or maybe your high end overhaul is just a beast!

Welcome to my world. I run laps between CO, TX, KY, FL most of the year. I can do 800-1000 mile legs, 6h 30m endurance at a 15gph average, burning 14gph in cruise at 17000'. 30"/2200 and 174ktas, 130kias. That's slightly LoP. If you are doing the FL hops with 3-4 people, you'll be fine with the Bravo, you are not carrying more than 3 hours fuel with that load anyway. I did CO to AZ this summer out of the mountains and it was the boss, the mutt, myself, 100 lbs of luggage and 75gal (5 hours total) of gas for max gross takeoff. I've got the long range tanks, 118gal, and full, it's about 240 lbs of useful load left over when full. I only do 8000' if the winds force me to, the performance is no better than your old J model, for a higher fuel burn. However, 8000', 30"/2200 74% Power, 16.7gph (RoP) is 168ktas by my calculations. Peak/LoP is 14.1gph, 68% power, 164ktas. Note that for 17500', the same power setting would be 14.6 for Peak/LoP 70% power, 180ktas. Vs the J, the way you manage the Bravo's range is via altitude as the FF's are very similar for a given power setting throughout the altitude range, usually within 1 gph. With a Bravo, to get your money's worth, you'll need to run on O2 and get high. I've found with mine that the upper teens, low FL's (180-190) are the sweet spot. Problem is anytime of year at that altitude, if you hit a cloud, you are going to start icing up, so the one thing I really miss not having on mine is TKS as I'm getting chased away from the altitudes I want to run at, anywhere north of the FL/GA line, anytime I hit a cloud. That $70k upgrade is looking more tempting each flight, probably cheaper than upgrading to a Cessna T310R or 340A Hope that helps.

I have a pdf of the Bulletin @LANCECASPER is talking about, somewhere. It recommends, 1650 TIT limit, 65% power for maximum cruise, and 400 max CHT to get a longer TBO. When I dig it up I'll post it here. My common power setting is 30"/2200 running 10-30 LoP, depending on the cylinder, near the edge of the red box at that power setting. I've got 2 CHT's flirting with 380 at that setting and a TIT of 1500-1525. My Factory OH'd engine has around 130 SFOH on it, it came with a new/OH Turbo, and has the OEM Injectors on it, so I'm probably cheating.... I've not tried to see how lean I can run her, because I'm trying to see how fast I can go on the lean side and staying in the 380/1550 range, but I'm sure I could get in the 50 LoP range without much trouble at that power setting. Edit: Here it is: Leaning Lycoming Engines Doesn't mention the TIO-540 specifically, but does cover turbo's. "Leaning the Turbocharge Lycoming Power Plant The cylinder head temperature (CHT) and turbine inlet temperature (TIT) gauges are required instruments for leaning with turbocharging by Lycoming. EGT probes on individual cylinders should not be used for leaning. During manual leaning, the maximum allowable TIT for a particular engine must not be exceeded. Check the POH/AFM or the Lycoming Operator’s Manual to determine these temperatures and fuel-flow limits. Maintaining engine temperature limits may require adjustments to fuel flow, cowl flaps or airspeed for cooling. All normal takeoffs, with turbocharged power plants, must be at full-rich mixture regardless of airport elevation. If manual leaning of the mixture is permitted at takeoff, climb power or high-performance cruise, it will be specified in the POH/ AFM and will list required ranges for fuel flow, power settings and temperature limitations. Leaning to best economy mixture: Set manifold pressure and RPM for the desired cruise power setting per the aircraft POH/AFM. Lean slowly in small steps, while monitoring instrumentation, to peak TIT or maximum allowable TIT, whichever occurs first. Leaning to best power mixture (before leaning to best power mixture, it is necessary to establish a TIT reference poin): Set manifold pressure and RPM for the highest cruise power setting where leaning to best economy is permitted per the aircraft POH/AFM. Lean slowly in small steps until peak TIT or maximum allowable TIT is reached. Record peak TIT as a reference point. Deduct 125˚ F. from this reference, and thus establish the TIT temperature for best power-mixture operation. Return the mixture to full-rich, and adjust manifold pressure and RPM for the desired cruise conditions. Lean mixture to the TIT temperature for best power/mixture operation established in step 3. During normal operation, maintain the following limits: Engine power setting – rating listed in the Lycoming Operator’s Manual. Cylinder head temperature – limit listed in the Lycoming Operator’s Manual. Oil temperature – limit listed in the Lycoming Operator’s Manual. Turbine inlet temperature – limit listed in the Lycoming Operator’s Manual. For maximum service life, maintain the following recommended limits for continuous operation: Engine power setting – 65% of rated or less. Cylinder head temperatures – 400˚ F. or below. c. Oil temperature – 165˚ F. – 220˚ F. Turbine inlet temperature – maintain 100˚ F. on rich side of maximum allowable."

In the hundred hours I’ve had mine, I’ve yet to see a peak of 1600°, much less more. But then again, I keep getting limited by CHT at around 73% power in cruise, especially at the Summer ISA+ temps. I’ve already had Maxwell inspect the TIT probe, it’s good. So, yes you can run POH numbers, but for other reasons, I am stuck at 30/2200 as a max cruise for now. However, I’m not going to be surprised that it gets harder to hold those numbers above the power settings I’ve seen so far.

I have 3 airline buddies selling Aerostars because they are hard to find A&P’s that wrench on them.

When I was doing work on my cruise charts, I found that Lean Limit was the equivalent of Peak TIT fuel flow.

Perk of a factory overhaul is they OH/Replace the turbo as well. When I bought mine, it had 10 hours on a Factory OH’d Bravo engine.

If you can control Altitude and Vertical Speed via the G500Txi, you have the GAD43e. Prior to getting the GAD43e I had a separate controller for those things connected to the KFC150. I don’t see that controller on your panel so I assume you have the GAD43e.

This is the setup running my G600. Still have vacuum running my Standby AI. I’m on the paint/standby replacement list.