slowflyin

I've got a Victor Black engine in my Bravo and I love it! Silky smooth-runs like a sewing machine. No GAMIs but will run LOP if I choose. All that being said, a Lycoming overhaul comes with exhaust and turbo. Not so much with anyone else. I thought my exhaust was in good shape. Not so much.

I pretty sure you can wire it into the gear light circuit.

I've utilized Specialized for a truss with great results.

My CO will read 10 ppm if I leave the storm vent open and tow the AC with my power tow. These detectors are very sensitive. If lean aggressively on the ground, I've found it drastically reduces any CO readings. If I don't, I can easily have 25 or 30 ppm. 0 in climb and 0 in cruise.

I adjusted per the Mooney SM. Considering the beam presentation is so different compared to the old GE bulbs I wasn't really sure what kind of results to expect. Pleasantly surprised to say the least.

Pic of my departure early this morning. Two G3 landing, two G3 taxi lights and two led recognition lights. Couldn't be more pleased. Thanks James!

Sunday morning, I heard a fellow Mooney driver on freq. and then picked him up on ADSB. Nice GS!

I've always thought an audible alarm would be a nice addition.

I would guess an F with J cowling and WS would have a higher UL but lack some of the interior refinements.

Good afternoon, I may not be the best to answer as I don't fly a Continental. My Bravo has a Lycoming TIO-540 and my Skylane has a Lycoming IO-540 with Cessnas bolt on Turbo. Since no one else has responded here ya go: How long do you expect to get out of a set of cylinders ? Time in service ? Bravo ran to TBO. About 2100 hours. Skylane 1400 hours (previous owner) How long have you gotten before needing cylinders ? What symptoms made you remove cylinders ? Above Is it common to do a top overhaul on such engines ? Not unheard of on the Lycoming's but I wouldn't call it routine. Others can comment on the Continentals. My inquiry would only apply to map turbo systems, which produce the same boost at sea level or at the service ceiling. Not turbo normalized engines which have a much easier life. finally, can you share your experience with top overhauls ? What would you like to know?

Congrats!

I started looking at Champs but I’m drawn to the Citabia for sure.

I have my Bravo and a 182 we use for work. Looking to pick up a Champ or Citabria. I also turn wrenches on some of our survey aircraft so there never seems to be enough hangar space. Additionally, I run the FBO on the field and occasionally we have someone transient looking for shelter overnight.

Certainly money in the budget for a fridge!

Thanks! Door arrives 7 August. I'm excited to say the least.

Progress!

I'm sure your attitude will improve at sunset on your new sailboat!

Enjoy the next chapter!

It’s an O-540-L3C5D. Carbureted and rated at 235 HP. I’m hoping regular oil analysis will offer me some foreshadowing before things get out of hand. I concur, no MOGAS STC for this variant. Thanks for your comments.

Thanks for all the comments! Yes, high time engine. I priced it as run out but I'm optimistic. Any additional time is free time. I'll be running oil analysis and cutting filters. Hoses, motor mounts, exhaust system....have been recently replaced. The engines on an 81 Skylane II. She's rated 235 HP @ 2400. Feels like she's loafing along in cruise. Thanks again!

Thanks for all the comments!

Thanks for the feedback. 1500 hours- it's been flying very infrequently the last couple of years but is hangared in a very dry climate. Thanks again.

Seeking opinions from the brain trust. These are pics of an O-540 pre-buy.

I concur, I like speed as well. However, on a short flight the time doesn't add up. I give up 8-10 kts LOP. Percentage wise not a big hit. I hypothesize running LOP occasionally will clean things up a bit. Pure speculation on my part. Also, I agree on the TIT. I like closer to 1600 and would never consider 1750. That being said, I have little confidence it will make my exhaust last until TBO. Any of your three motors have an exhaust system make it to TBO? If not, I'm curious, did you start at 1750 and work your way down on temps? I chose 1600 because it is slightly more conservative than Lycoming's revised 1650. No real logic on my part. Thanks for your comments. 31 years of Bravo time is certainly something to be respected.

Depending on the mission, I'll run LOP occasionally. Engine runs smooth but more often than not, TIT is my limiting factor. 25 LOP sometimes results in TIT over 1650 so I have to run leaner or go ROP. I'm still experimenting and haven't quite figured out what conditions allow for optimal TIT LOP. Last LOP flight was at 10K, 13.5 GPH, and 164 true with TIT about 1640. I was around 40 LOP. I really like my TIT closer to a 1625 max. Not sure why since Lycoming says 1650 max.