slowflyin

Lots of post regarding the gear down indicator light but I can't seem to find the correct info. I need to replace the bulb in my Bravo's floor gear indicator. The parts manual calls out a GE 330. Easy enough to find. However, GE specs a 330 at 14V. My AC is a 28-volt bird. Any advice will be greatly appreciated. I'd like to install an LED equivalent.

Same boat here. My Bravo is about 40 hours out of overhaul, and she definitely runs hotter. Particularly number 6. My prior to OH: 17.5-18.5 GPH, 29/24, TIT 1600-1625, Hottest CHT 375-380, Cowl Flaps Closed. Now: 18.5-19.5, 29/24, 1525, 385, Cowl Flaps 1/4. I'm hoping she's just tight and patience will return low oil consumption. I OHd an IO360 in my F and had a similar experience. Engine ended up running fantastic with CHTs in line and very low oil consumption. Fingers crossed. Also, I run GBs baffling. It's new and in great shape. I've installed it on three AC and it's dropped the CHTs by 25 degrees or more all three times.

I can tell the difference when I lay my phone on the glare shield and it's still there an hour or two later.

Beautiful AC! Equipped well with better than average useful load. I always advise folks to avoid buying at the bottom of the market. It's often cheaper to buy someone else's pride and joy. This aircraft seems to fit that bill.

What Don and Steve posted.

I'll chime in. Flew an F for 450 hours. Loved it! Nice UL, reasonable speed, low fuel burn. In-laws moved farther away... offsite work farther away...... Most importantly, my bride ask is we could go faster! I bought my Bravo from Jimmy. It had been on the market for a long time. 1800 hours on the engine scared most folks away. I sourced the logbooks and oil analysis and didn't find any gotchas. Bought it planning to fly it until the engine let me know it was time. All along I was collecting parts. New jugs, motor mounts..... At 2200 hours she was still running like a watch. All compression were still good with satisfactory oil analysis results. Financially the time was right, so I broke down and overhauled. This engine had the Bravo conversion at 300 hours and was still running the same top end with no cylinder work! According to the logs, aside from some exhaust work and the typical accessory failures she ran trouble free until overhaul. I concur with Don K, this engine is extremely reliable and durable with the exception of the exhaust. Like lots of turbos, budget for mid-time repairs. Dispatch rate has been fantastic. A respectable rate of climb above all but the worst weather returns more direct routes, center coms only during cruise, a quieter (less wind noise) cabin, and less traffic. My flights are busy in the beginning, leisurely in cruise, and busy at the end. All in all, she's a joy to fly and very capable aircraft. No remorse. All that being said, if you don't like to fly high, a Bravo isn't your best choice. Anything below 8k leaves me wondering why I'm going so slow. One more thought, mine runs smooth LOP. My challenge is keeping the TIT within my personal limit on the lean side. At 25-50 LOP the TIT is well above 1650. Others have had better luck. I've yet to try multiple power settings so I'm still optimistic.

I've had a great experience with mine. I appreciate the more efficient use of oxygen. However, that's not why I fly with it. My nose and sinuses are much more comfortable after a long flight. The reduction in dryness is significant. For me, it's a much more pleasant experience.

I installed Guys seal on this airframe before the overhaul and had the same results. 15-20 degrees across the board. These new jugs just aren't there yet.

I'm in the same boat. Newly overhauled engine with different temps than I'm accustom. Prior to OH I ran 29/24, 17.5-18.5 GPH, around 1600 TIT, cowl flaps closed, with cyl temps all well below 375. After OH, cowl flaps open, 1425-1450 TIT, over 21.5 GPH with #6 around 390. I'm 20 hours in and the cly temps are slowly coming in line. Last flight I ran 1500 at 18.5-19 GPH, cowl flaps 1/3 open, with #6 at 385. Outside air temps have been well above standard and all measurements have been at 29/24. Things are trending toward my "normal". I'm hoping she was just good and tight coming out of OH. I had the same experience with an IO-360 I OHd years ago. Took forever for temps to stabilize but once they did, she was a fantastic engine with very little oil usage. Fingers crossed.

Update After changing my "transition to approach" to disabled things still didn't work. I stumbled across another thread where an installer referenced the need to disable the CDI select on the GTN when utilizing dual GI275s. I gave it try and flew the approach three times this morning utilizing three different entry methods, and all worked flawlessly! Thanks for all your comments!

Thanks for the reply. I concur, I'll reach out to Garmin.

Center gives me direct to the IAF YAKLU. I was on a 355 heading and chose the no hold option. Crossed at 3000. KFC 150 captured the approach and the GI275 and GTN switched from terminal to LPV. Pulled the power back to gear ext. speed and waited. All seemed normal but no GS. Then the "no gp" message about halfway to wovup. rnav04.PDF

Update- flew the RNAV 04 approach this morning with the same outcome. LPV followed by NO GP. I rechecked my settings to confirm "transition to approach" is not enable per the BT thread. Now I'm wondering if VCALC or VNAV is the appropriate setting. Frustrated

Great comment. This is my practice as well. Even when the GS is active knowing the step downs offer increased SA.

Upon reaching the IAF mine displayed LPV indicating it had made the choice. Per the BT thread, Garmin setup defaults to "transition to approach enabled". This only works if you have the Garmin 600 AP. Per Trek with Garmin this is the problem. I checked mine and sure enough it was enabled. I have a King AP so I disabled it. I'll test fly tomorrow. The solution has worked for the BT guys. I'm hopeful, fingers crossed. Thanks for your thoughts.

Ragsf15e, Thanks for the reply. I can only recall having the same issue somewhere else one time but I can't confirm the unit was annunciating LPV. It's happened more at my home airport because I almost always fly the approach after a trip. ATC won't clear me for the visual if the restricted airspace East of the airport is hot. I'm hoping I may have solved the issue via the BT thread fix. Thanks again.

This thread was very helpful. Mine was installed with "transition to approach" enabled. I don't have the 600 AP, so per Trek's advice I disabled it. I haven't had a chance to test but I'll report back. Thanks again for the link. I searched BT several times but missed it!

Thanks, I'll check it out.

No other issues I can find. No NOTAMS other than 5G and RA stuff.

Good morning, The last couple of times I've flown the RNAV 4 approach into KBKT I've received a "No GP" message. The GI275 displayed LPV. The KFC 150 captured the localizer but not the GP. A GTN 750 is navigating. I fly this approach often and find this to be an intermittent problem. Any advice would be appreciated.

Don't need the prop but curious, what's the upgrade?

Airplanes tend to tell us what they need in soft whispers. Yours seems to be yelling. In all seriousness, inspect the entire exhaust system. If all is well, you will have peace of mind. If not, you could be avoiding a serious situation.

Interesting, I never heard of ignition lead crossfire either. My new harness came with a large adel clamp to route the entire bundle. Interested on my side as I fly high often.

I'll post this afternoon. Both pieces are new and are relatively bulky.

I didn't send the gasket in but many times an overhauled component will come back with the required gasket(s). The particular unit was sent for OH by the engine OH shop. When I received the engine back, along with the turbo they had sent out for OH, it came with a very nice kit containing everything we needed to reassemble any items that were removed for shipping. No turbo gasket was included.