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)

Va is the speed where the airplane should stall before it breaks.

Bravo owner here. I run about 72% power to keep the #3/6 CHT’s <=380°F and get 174ktas on 14gph LOP at 17000/18000. I plan for 15gph. I can do me and a bag and 118 gal. 90 when the boss and dog are along. Keep in mind, at 3368# MTOW, you’ll need to fly about an hour and a half to get to the 3200# MLW. I’m hoping to sort some cooling problems and be able to run a little faster.

Just curious if my Bravo is the only one with one? I’ve swapped out the GTX335 for a 345 already as well as the GPS’s & Engine Monitor to a G4. There is a bunch more in the works right now.

I have a work associate that also does avionics. If you are interested, send me a pm of what you’re looking for and I’ll forward it to him. He’s on Beechtalk as well.

It will do VNAV/ILS approaches. It will NOT do a managed descent from altitude where the AP/IFD decides when to start down and automatically starts down. It will indicate where to start the descent and the rate is a changeable setting in the IFD. It will do altitude capture once you start down and set the altitude. It will not do crossing restrictions in the descent. I’m KFC150/IFD440-540/G600 glass.

Sounds like the offer should be “If I can get a ferry permit for it, I’ll give you $1”.

Bravo owner here. It’s a project bird for sure. 37ish built looks like all OEM Lot of unknowns in that engine especially. Bid based on needing an OH, Prop, gear pucks, probably an O2 bottle to start. Believe it’s $100k for a factory, 80-90 for others, but they add for turbo OH. Mine sat up for almost 2 years waiting on parts from a gear up, and it was a solid year working out the kinks. This will be worse. Figure out what you are willing to add to get it like what you want, and see what compares that is more complete, costs. If you are not afraid of the project and get the hull cheap, assuming no prebuy gremlins, you will end up with a plane tailored to your specifications, but there will be lag time. Edit: probably left out tires too.

Bohm’s in Pekin, IL C15 south of Peoria did my prebuy short notice awhile back. Owner used to work for an MSC don’t remember which one. Maybe Peoria. 309 657-8947

Had a crankshaft snap on an A36 I flew Part 135 in over 30 years ago. As a result, the prop flat pitched at high RPM. IIRC, I was 8 miles from an airport at 4000 feet. I barely covered 4 miles and managed to land on an emergency grass strip for crop dusters instead.

I took a small Velcro loop and mounted it to a trim screw on the sidewall then clip the box to the loop. .001 AMU’s. Pics if I ever get my M back from her spa quarter.