Jetpilot86

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.

I’m told by Maxwell that there is a flat spot on mine that hangs it up a little. It’s on the agenda for next annual.

The owner of GA Jet Services at KCXO apparently is one of the Caravan organizers. He introduced himself to me on my last stop there in June and inquired if I was going to OSH and was interested in the Caravan. HTH

The microswitch has been a pain in mine. Somehow it got removed so the throttle would never activate the pump. Got it reinstalled and adjusted but it doesn’t cut off until about 33.5” now. I’ve since gone to climbing at WOT, so I guess I need to wonder how much wear and tear it puts on the pump itself.

I’ve got a Bravo, and I used to be between 4.5-5gph IIRC on a full rich start. I’d then lean back to the mid 3’s for peak idle RPM. Roughly an inch away from full rich. Now I lean some of that out after priming, but before starting so I’m hopefully running less risk of fouling plugs while on the ground before the run up. I’ll add a few twists rich before the run up and lean again for 2000 at peak rpm for the run up. Leave the mixture there until I’m back at 2000 RPM, fully richen the mixture for takeoff and then finish adding the throttle in for takeoff. I’ll run WOT until I’ve accelerated and am ready to set cruise power at top of climb to provide max FF for cooling in the climb because of my pesky #6 liking to get to the 400°+ area despite a host of corrective measures. I’m about to find out what the forum thinks of this.

When I get to the plane next I’ll reach out. I’ve been AOG for a couple weeks due to a missing part and the tug is in the plane. Having the tug attach as one piece is not a big deal for me. The switch will be nice to fix once I can.

I see my Ryobi based model in the back :-) I’ve got a few cycles on mine now and have had no issues as I figured how it likes to work. Higher air pressure and solid pressure on the wheel for traction. Just need to figure out how to reverse the direction switch. It’s wired backwards to what I think is logical. I have found with my Bravo that I have to hook up the wheel section, then attach the handle section because of the hub clearance. I set up a carrying case for it. All total with batteries and charger is about 30# for the kit.

Based on the engine chart, it‘s about 79% Try the 30/22 number @Rick Junkin is suggesting. I have a hard time keeping #6 below 380° at 31/22, roughly the same as 29/24, at any FF unless the CF’s are full open. I can do 30/22 with 1/2 CF. I’ve had Maxwell install new GeeBee’s, added FineWires, and still fight temps when it’s ISA+20 out.

Just FYI, I know all the ways around departing VFR, I’m just sorting out how to depart IFR and meet the requirements while not tearing up our delicate flower of an engine.

How much for O2 at BJC?

The O2 at CFO is $85, what is it at BJC? Solo, in the upper teens, I’ve gotten 50 hours TT out of my bottle with a manual regulator and the reservoir cannula. While either the O2D2 or the Precise Flight version are on the list, at my current rate of consumption, still not worth the extra expense, yet. Once I get through Summer Vacation flying season with the Copilot, I may reevaluate. I’m also still working on a non shared hangar so the “collection” of goodies is on hold as well. Haven’t seen the Oil Pressure issue yet.

Learned there are two oil drains on the 540B. One near the middle, no quick drain, but the one under the odd side, that I just found has a quick drain.

Yes, nearly every takeoff is at MGTW. When I launch, it’s usually for 800+ NM

1qt over 25 hours. I put 8 in at the last change + the camguard. Flew it hard the first 25 hours, Run 70% cruise now, much above that and #6 is over 380° at 1/2 CF.

It’s Kremmling. When I did my insurance checkout in an APA based Bravo last year I specifically hit Kremmling, Eagle Rifle, Grand Junction & Hayden. Someone seemed to be playing games on the radio at Rifle saying the airport was closed when there were no notams. Anyway, that Bravo seemed to have better climb rates than I see in mine, but it was early November as well. I’ll be taking note when I leave CFO next week to see how the temps are for an extended Vy climb which I haven’t done in this plane yet.

All of the above, by Maxwell and others. Did the probe swap a few weeks ago. No change. GAMI lean test(manual) has them all within .5 gal. The only thing I can’t check is if air pressure is causing the left side to trail more from when it was jamming 3” open when the right side was closed. The torque had actually bent that cowl flap and the bottom mount for the actuator on the door. The door has been repaired and rerigged at Maxwell’s. I’m also being told to not be concerned for another 100 hours or so since I’m still a few hours shy of 100 SFOH. A lot of people, smarter than I are baffled by this. Attached are a couple of CHT graphs. One good, after I figured out to accelerate to 130k before setting 34/24 & one before. CHT #5 is the OEM CHT, and in the gauge runs about 360° most of the time vs the spark plug thermocouple used on the G2.

Lycoming TIO-540 AF1B

I’ve got my first mountain airport launch in a few weeks. 20V is the airport and the MEA’s are at 14000 as I head SSW to FLG. What I’ve found with my Bravo is that if I’m not at 130k before setting Climb Power, the #6 CHT will break 400°. To do that, I’m climbing at 300fpm with OAT at ISA+20. I’ve got new BeeGee baffling, 29gph on Takeoff and temps in the 360°’s at takeoff power in the white arc. My question is how long do y’all think I can run at ToP and Vy to meet the Departure Procedure? It’s a 2600’ climb in tighter quarters than usual. I’ll have one chance to take a look at this when I move my Bravo from CFO to 20V next week. I’m pretty sure I won’t meet the DP accelerating to 130k @ 200fpm in the valley.

They will want a pic and your serial number.

Happy with the 440/540 combo I got to run my KFC150 & G600

At least I know what that hard spot is now.

Which one for the Bravo? My Lycoming FOH didn’t come with one.