slowflyin

Interesting idea- I'm not up to speed on the Surefly. I'll be checking it out.

I typically run 29/24 with all cylinders under 375-380. Mostly closer to the 360s. I believe these cylinder head temps indicate the engine isn’t be subjected to undo stress. “Use not abuse”. TIT is a different story. I like the TIT under 1600. I’ll admit I’m still formulating my own opinion regarding TIT limits. Seems 1650 was the revised limit from Mooney. Some say 1625, some 1600, some 1575 ......Everyone, including myself, has a personal limit. However, I’ve yet to here from a Bravo driver that hasn’t had to do exhaust work. Most say mid-time. I’d love to hear from somebody who ran a particular limit and made it to TBO without exhaust work. Don Kaye probably has the most experience. He’s been driving the same Bravo for twenty + years and several engines. He too has a personal limit but I think he’s had exhaust work mid time on his engines as well. Maybe he can chime in. 1600 is tough if I run LOP. Engine runs fine at 14-14.5 GPH on the lean side but the TIT creeps closer to 1620. Keeping under 1600 requires even leaner ops. Still experimenting with LOP. Often I’ll go LOP during long descents. All that being said, the Bravo is a fantastic traveling machine! I have no buyers remorse!

Thanks for the information Gentlemen. Confirmed my understanding but wanted to make sure I wasn’t missing anything. Thx again!

Isaac, can you elaborate on "applicable GPS". I'm running a GTN 750, WX-950 stormscope and I'm wanting to upgrade to dual GI 275s. My installers telling me the STC for the GI 275s only list the WX-500. Therefore he cannot offer my WX-950 track or heading. Seems like my GTN could provide track????? Thanks in advance.

Thanks for the suggestions! Update- lapped, staked, lapped again. Tested hot every time. Still only 16/80. Valve guide is toast. Typical side step when the valve closes. At TDC with air on I can push the exhaust valve spring laterally with my palm and dump the pressure to around 5/80. Pulling the jug Monday. Not very impressive longevity.

Folks, need some assistance. This jug tested 10/80. Air out exhaust. Doesn’t seem burnt. Other five jugs had the typical pizza look. Burns 1 quart between oil changes and flys 30 hours per week. 450 TT on engine. Runs like a fine watch! Tomorrow I’ll measure but initial observation was the valve feels sloppy in the guide. Thx. Joe

I have a couple. I’ll check the numbers. Let me know if Mike doesn’t have what you need.

+1, I'm approaching a rebuild as well.

What Davidv said. Worked great for me as well.

Thx for the advice. Nothing like experience. I couldn’t bring myself to wet sand. Sorry it didn’t work out for you

Try searching for: Oil pressure decreasing with altitude in Bravo or Low oil pressure in 30 hour engine

There is a thread that speaks to this problem. I'll search around as well.

My Bravo ran warm after purchase. Immediately replaced the baffling with great results. Hottest jug runs no more than 370 in cruise and 400 is my max in climb on only the hottest days with the most aggressive climbs.

Working around the edges is not to difficult with a four inch pad. That being said, the areas where it got on the paint now have a great shine. Painters tap would probably work well.

The first time I used a corded drill and the kit components. The second time I used a Dewault Rotary Polisher. The polisher was easier to manage. The instructions advise not to exceed 600 rpm so that's really the only limitation.

Old thread but I thought I'd offer some pics. I used scratch off and I'm very satisfied. All of my windows had significant swirl marks and where rough to the touch. The side windows came out fantastic. The windshield, which I did first, is fantastic compared to before but under a really bright shop light I can still see minor swirl marks. The challenge with the windshield is the most of the interior has to be done by hand. And to get to the lower 4 inches the glare shield needs to be removed. Knowing what I know now I should have stuck with step one a little longer. I'm confident I could have made the front look brand new like the sides. Photographing the difference is tough so your patience is appreciated. I purposefully took the image of the windshield with the light in the center. This highlights swirls that can't be seen unless the light and angle are just right. Visitors walk in the hangar and make the "wow" comment! Conclusion, absolute perfect product for the side windows of my Mooney and for all windows on my Skyhawk. Works great on the windscreen of my Bravo but takes a ton of elbow grease if you desire perfect execution because the power tool won't fit. First two pics are Pilot side- untreated for comparison

I’ve had really good luck lapping the valves without pulling the jug. Check again in 10 hours.

OSHA Limit- 50 ppm average over an 8 hour period. Disclaimer- quick google search. I’m sure there is more detailed info available.

What were the levels? My CO monitor is so sensitive it indicates when I run my power tow. While on the ramp, particularly with the door open, levels rise when the wind is blowing certain directions. A quick google of OSHA guidelines should provide what’s acceptable. I can’t remember the values but they where much higher than I expected.

My understanding as well. Hoping I'm wrong as I like choices.

Thanks!

I’ve owned and flown both the CYA and Alpha systems. Both have pros and cons. My first was the CYA installed on my F. It was affordable, easy to install and worked very well. I always liked that it had a vane as opposed to measuring pressure differential. It looked like a “true, jet like” AOA. My only gripes were stability and indicator location. On bumpy days it was all over the place. Still very usable but took some interpretation and practice. I found myself using it to identify the correct airspeed for weight and conditions then flying the ASI. Because it was next to the ASI this seemed very natural. My second is the Alpha with the heads up display. It was more expensive and more difficult to install. I find it to be more stable and the heads up is a game changer. On short final, second to my rear end, it’s the indicator I use. Mark with AlPHA talked me into the heads up and I have zero buyers remorse. For me, having it above the glare shield makes all the difference. For that reason I prefer the Alpha and feel the price delta is well worth it. If I had mounted the CYA above the glare shield, front and center view, I’m certain I would have liked and utilized it more.

Regarding the AeroCruz, thought you could save me an hour on the internet since your well versed. What’s the modern solution if I install the 230 and my legacy AI and/or HSI quits? Thanks in advance.

My experience mirrors JohnB's. Alpha with HUD as well. I love it! The difference in approach speed for my Bravo with just me and minimal fuel is much different than at max weight. Throw in high density altitude and the delta grows. The AOA nails the approach speed every time. Just fly the blue doughnut and a float free landing is assured.

It's a traveling phenomenon for my family. Going on vacation everything is packed perfectly. Coming home, not so much!