Jetpilot86

I found a few corners that go on pallets that are hard plastic that I’m gonna use to deflect the air. I need to get a thermometer down there to check the temperature as the air was lukewarm at best. I already run LOP, so no help there

Little chilly in the Bravo at FL180. Any supplemental heat options? as Maxwell is telling me “she’s giving me all she’s got, Captain”

How does one set this up? Start with the lower FF and add MP, or Higher FF and subtract it?

Paint was 32 AMU’s, the interior,if I recall correctly, was 10-12 more. I had this coincide with the annual and some other upgrades, so the work order is a mess.

Aggie maroon paint is hard to find.

After 4 months and a week, I finally got my baby back from the spa, well for a week, at least, before going back to be tweaked…. Went a little overboard on the makeover, but I do get the feeling of flying a brand new plane, including the smell from the leather interior.

Use the free Savvy Logbook analysis service to have them highlight things to pay closer attention to. My buddy didn’t and is into his 340 more than it’s worth as a result.

That was going to be my next guess. I saw around 7-8° at 90k in the initial climb after flap retraction.

You are about 200° high on the turbo temp. 1565° today. I am cheating because it’s a newer, 150 hr turbo, on a 150 hr SFOH for my Key 53 today. I was 25° LoP ETA: 18k, -6°c, 14.8gph, 385° CHT, 1/2 CF

Mine is a function of an AV-20S I just had installed. It asks for upper and lower AOA warning numbers and I figure someone has the angles here, until I can get out and do a full calibration. Mine was set for +15° for the upper, and that seems a bit high off the cuff.

Anyone have any initial numbers before I go test fly?

31”/2200

I have a Bravo, and I’m a little under that number, but I’ve been pretty lucky on hangar cost for where I fly. Much is dependent on what you start with. I’m the second owner on one that averaged 70 hr/yr and had just been put back together after a gear up landing so it had 10 hours since FOH, 12 on a new prop. After getting a clean bill of health from Maxwell, other than me going off the deep end on paint, interior and molding the panel to my desires, she’s been cheap to operate. She needed a major paint touch up and the plastic was what you might expect for nearly 30 years old, but still serviceable when I upgraded all of it. I’m running $225/hr dry so far for ~150 total time, not counting hangars. I flight plan at 15gph so call it another $90/hr for gas. My cosmetic spending spree is not included in that number.

I have a Bravo, and if I don’t lean aggressively at SL, it won’t pass a mag check during runup. 380° IIRC is a Conti number that has invaded the Lycoming space. I’ve spent the last year or so looking for any air leaks under the cowl and still can’t keep #3/6 under 380°-385° at Key 52 at 17k or above. 15k & 53, 360°-370° no problem. I’m at the point, after some discussions with Don Maxwell, that <400° will be ok, and even pulling the power back a little to hold that temp if I want to run hard above 15k because of less cooling air. He basically said that the Alpha engines were really just run too hard, too high because pilots thought they could be. As soon as I get all the post annual kinks worked out, I’ll be figuring out how fast I can run at 17-18k, max cannula altitudes, at LOP and probably 390° as my cruise CHT limit, I’ve been trying to do 52 & 380° to no avail unless I tolerate the rumble of full cowl flaps. I currently climb at WOT, Full Rich as it runs noticeably cooler than at 34/24 for the extra gallon or two it costs to climb. I’m usually going 700-1000NM any time I saddle up so I run LOP almost exclusively. I got my Bravo with 10 since SFOH, and a fresh turbo, so it will be an interesting study. I also don’t enrich for landing because of the potential fouling, but am comfortable with the extra steps in a go around to add “some” power, then full rich, then the prop and the rest of the throttle. Just can do full rich on final at 7000’

I lied. Spa 3rd. 4 months today. Next week (fingers crossed)