PilotX Posted July 23, 2021 Report Posted July 23, 2021 Took up a buddy to fly in the Bravo today. Wanted to see how fast I could go. Climbed to 10500 (starting from 5600) and left the power at 24/34”, leaned but stayed ROP. Managed to get to 193 / 155 IAS. The CHT was pretty high on #1 and 4 of 6 were over 400. I think the OAT was 58. So is that as good as it gets? Gonna fly out to KOSH at 15 or 17 to see what that gives me though I don’t think the climb will be worth the winds. I am prepared to be flayed. Quote
Davidv Posted July 23, 2021 Report Posted July 23, 2021 No, not as good as it gets. The Bravo was meant to be flown a lot higher than 10.5. I’ve done a high power setting at 19,000 for a few minutes as a test and got around 207-209 but the fuel flow was ridiculous to keep the TIT in a reasonable range (see pic below). Around 20k at 29/24 burning 18 gph I get about 200. 1 Quote
PilotX Posted July 23, 2021 Author Report Posted July 23, 2021 Thanks for the reply. My buddy with a Bravo, don't know if he is on here, mentioned the drag wall. I figured higher would be better think I will see what I can get initially at 17000 and then back to LOP. 1 Quote
carusoam Posted August 1, 2021 Report Posted August 1, 2021 On 7/23/2021 at 8:15 AM, PilotX said: Thanks for the reply. My buddy with a Bravo, don't know if he is on here, mentioned the drag wall. I figured higher would be better think I will see what I can get initially at 17000 and then back to LOP. X, You might consider picking up some training from a CFII like Don Kaye… Don has a Bravo and is an awesome trainer… I’m not sure where the Bravo’s drag wall occurs… But it probably happens at an altitude You may not want to visit… TUC in the higher FLs…. Check in with DK… you can probably discuss best procedures, power settings, and O2 equipment that go with the Bravo specifically…. It will be lower cost than figuring these things out experimentally… PP thoughts only, stuff they don’t really cover in the big iron manuals… Best regards, -a- Quote
philiplane Posted August 2, 2021 Report Posted August 2, 2021 No turbocharged plane comes into its' own until above 8000 feet, and then, at a rate of about 2 knots more per thousand feet higher you climb. Bravos do best above 15,000 feet. FL180 to FL240 is the optimum altitude range for top speed or maximum range. 1 Quote
PilotX Posted August 2, 2021 Author Report Posted August 2, 2021 19 minutes ago, philiplane said: No turbocharged plane comes into its' own until above 8000 feet, and then, at a rate of about 2 knots more per thousand feet higher you climb. Bravos do best above 15,000 feet. FL180 to FL240 is the optimum altitude range for top speed or maximum range. Going to top off the O2 and make a run for it. Saw an ad recently for a Bravo that claimed 220kts at 21K. Quote
Davidv Posted August 2, 2021 Report Posted August 2, 2021 15 minutes ago, PilotX said: Going to top off the O2 and make a run for it. Saw an ad recently for a Bravo that claimed 220kts at 21K. Not at 21K but at 24K you could do it burning 22-23 gph. Remember that a lot of those test flights for ad purposes were done with a very light load and using the lycoming limits such as "peak tit" which likely would have been right at the redline at 34 inches. Great for a speed run but not great if you want your exhaust and cylinders to last. This is one reason why so many acclaims need tops at 300-600 hrs. Quote
PilotX Posted August 2, 2021 Author Report Posted August 2, 2021 No I understand. I’m perfectly happy to fly around at 65 to 75% LOP. Quote
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