Harry Wightman

I'm feeding my 280hp Ovation 26 Gph on takeoff to good effect on takeoff. It does require leaning on climb though.

I'm at 25 gph (95 lph) on 280 hp. This keeps the Cht's < 390F on takeoffs up to about an OAT of about 100F. It took multiple attempts at increasing fuel flow bit by bit to achieve the right balance.

I've had that problem (armrest able to move a full 360 degrees) a couple of times when passengers have used the armrest for support on their way out. Getting access to the dislodged small pin that limits travel of the armrest up & down is easy & you will find the pin loose inside the armrest. I've used bearing retaining compound to good effect for normal armrest use until another passenger did the same thing. Major seat disassembly is required to get the circular plate off the seat should you wish to resecure the pin by welding it on.

Also no file but pictures if they help-

Finished.

That has been my experience as well. Given its intended use (climb & descent only) there is no need for slavish adherence to the commanded speed- if we had it coupled to autothrust on an approach a high level of accuracy would be required, but not here. VS is quite comfortable.

The KX 155 will be replaced when I can make a decision on whether a second GPS or NAV/ ILS capability is more important to me (a 650 would be overkill). I've yet to fly an approach in calm enough conditions to make an assessment Don. It is highly accurate & at times aggressive on approach. I have noted the 'pitch trim' message annunciated in 30 degree AoB reversal turns a few times although it is only fleeting. I'll report further.

We did the dual G3X touch install with the GFC500 recently & very happy with it. After de-cluttering the displays to eliminate some of the less useful information (pathways etc) I've found it easy to fly with. Even with the recessed mounting, turbulence isn't much of an issue.

I’ve been testing an idea put forward by an innovative engineer- strategic placement of two neodymium (powerful, small rare earth) magnets. One inside the fuselage & another inside the power door, both epoxied in. See picture below for the door magnet placement in the finger tab. 50 hours flight time & still in place.

Excellent, thank you Patrick. See you at the Bathurst PPP, Harry VH-OVN

Mr M- Shoot me an email at turtle.harry@gmail.com & I'll pass on my mobile number. I'm a South Australian Ovation owner (1998) with similar flight profiles. Happy to chat about these marvellous time machines all day long.

Yes, A 1998 O. Judging by the previous repairs to the exhaust sub-cowl I suspect its not uncommon. I'll be watching for it in future, this time it put a hole in the fibreglass. I've rotated the clamp & put a small section of metal tape over the repaired fibreglass section.

Similar thing happened to me recently. If the lower exhaust clamp is not rotated to the correct position it gets very close to (touching) the small exhaust outlet fibreglass cowling section. Rotating the clamp eliminates the problem but needs to be watched after any exhaust work.

Thanks for the replies, I like option 3! At the next fuel calibration I'll take along a blank stick & look for CIES senders. I'd be relatively happy if a thief emptied the tank or left evidence of fuel removal- its the partial loss that concerns me when it becomes apparant inflight (panel gauges not accuarate on ground).

I occasionally park my Ovation outside overnight at a non-secure airfield. Given the gap between the 30 gallon (each) scale of the external fuel gauges & the next known quantity (bottom of the fuel filler neck), it seems a significant amount of fuel could be drawn from the tanks without the pilots knowledge. My Shadin gives a very accurate fuel used/ remaining when referencing a known quantity at the start but it can't account for fuel theft. Has anyone come across a supplier for lockable fuel caps for the Ovation series, or is there another method for determining fuel quantity pre-flight for amounts between 30 & 45 gallons in each wing?