Robert C.

Done

in my calendar

No conversion programs that I could find, but adapting an existing list isn't too onerous. I messaged you my .ace file. Hope you can use it! Robert

Yep, I googled it and it's in Vanderhoof where she lives. We've driven by there and noticed the road sign. Vanderhoof has a great air show every other year

Let's narrow it down: Somewhere in the Nechako Valley? Have a daughter there and the landscape looks very familiar. Robert

@Mufflerbearing I had 2 mags up for their 500hr inspection and an Annual coming due. I’d heard good things about the benefits of EIs so I decide to do some homework. it wasn’t any one thing that tipped me over into going ahead but the sum total. Better hot starts (to be confirmed), better/lower LOP ops (confirmed), lower maintenance cost (no more 500hr inspections). Add to that that my Ovation would be in annual with panels and seats out, etc. so that it would be a more cost efficient install and I decided to treat myself (also added the Landing Height System while the panels were off). I had my A/P do it during the annual; a lot safer and quicker than me tinkering

@kortopates Paul, you solved a major puzzle for me, thank you! Since getting a Surefly EI installed I've been trying to figure out how to keep the #5 CHTs down, now I know it isn't me or my IA who screwed up

Just had the Surefly installed on my Ovation about 8 weeks ago. My experience so far: 1) starting is as smooth or even a little better but not a game changer for me 2) 50 LOP FF dropped about 1-1.5 gph 3) overall CHTs are up by 10-20 degrees; #5 is up more but that may be a baffling issue. Hope this helps! Robert

1st video: I remember that fly-in....Erik's prop stole the show

yeah, realized that we were talking about a Bravo just after I hit "post" Had already deleted it when you replied

Model designator DX for Ovations and Bravos started with in the 2004 model year when the glare shield/panel height was lowered/reduced by 1 or 2 inches (sorry forgotten the exact number). Also thought that the Moritz engine gauges were new at that time?

As long as it is on the battery(hot) side of the relay. I guess I should have stated the question more clearly. You CAN connect via relay, but it seems that the setup may not work well. KMYF and others have directly linked to batt 2, rather than going through the relay. Not having much of a background in things electrical I'm trying to figure out what the implications are for what battery to start on. Robert

If I correctly understand some of the preceding posts the answer is "no" you cannot, hence the question.

Great thread....am planning on ordering the SureFly shortly but have one question for the brain trust. Seems like the wire should be direct to one battery. Does that mean always starting the engine on that battery? I switch batteries for every flight to have the wear and tear on the batteries from starting be more even. Thanks in advance for your input. Robert

ditto (310hp Ovation)

Reliant Air at Danbury - KDXR. http://reliantair.com Has maintained my Ovation for 7 years, a J-model for even longer, a C as well. One of the guys in the shop (Brian) came from the old MSC here on the field (and Tony may as well, not quite sure about that though). Call Steve Disorbo (Head of Maintenance) and tell him I sent you (no, I don't get a referral discount ) steve@reliantair.com, 203-743-5100 Robert

On December 23rd Jonny posted this on the mooney.com website in response to a question under STCs. "... We’re working on it folks! Takes resources and time. The basic design is complete. Now working on prototype and then drop testing. The plane will ride higher on struts and will be much more forgiving on landing. Jonny...."

My O3 typically burns 27 gph on takeoff. Robert

Do your homework is all I can say. When I was searching 6 years ago there were 2 Canada based Ovations I thought were good candidates. I did some homework on re-registering them to N numbers and discovered it was quite a process. You need to prove that no work was done ("alterations made") that aren't approved by the FAA, a DAR has to inspect, there are fees and taxes...etc. I can't remember all the details. So if you buy in Canada but run into problems re-registering you may have an airplane you can't fly in the US. Also, if memory serves, the pilot is required to have a PPL certificate from the country of aircraft registry. So if you buy it you cannot fly it until you have successfully re-registered it and/or would need a Canadian pilot to ferry it to the US. It all gets done regularly, so it can be done. But make sure you've spoken to a bunch of people who have done it before committing! Robert

Something like that happened to me 5 or 6 years ago. Was flying a PALS (Patient Airlift Services) mission from Philadelphia to Rockland (Maine). IFR day and at 9000ft we were in and out of the clouds most of the way. It was a busy ATC day and the Bahsten controllers were talking even faster than usual. About 20nm W of Boston while NE bound I get vectored 30dg left, barely on the new heading I get a vector 60dg right....just level again and wondering what was going on and I get a call "...Compassion Flight 6PC traffic 1 o'clock, two ship 747 and an F22...." Nothing to see except ragged clouds so I reply "...negative contact in IMC..." Brief silence then "...Air Force One turn 30dg right..." The 75 yo cancer patient in the right seat and I turned towards each other with big grins....she may not have been a pilot but certainly realized the president just gave way to our lowly Mooney

Well, it was about 45 years ago, so memories have dimmed a little and my old logbooks were more vague than I expected. I have the vague recollection of it being somewhat spread out over several flights with our club's chief instructor, who was the designated DPE for our club. A lot of 3, 4, 5, 6 minute flights in those years. Thermal filled days were few and far between on a field on the west coast just behind the dunes on the North Sea. We'd have a summer camp every year where we took 2 of the club gliders to Terlet, the Dutch equivalent of Elmira, the National Soaring Center. Being inland with many more convective days it is where most of us got our Silver and Gold badges. That is also the location of the only checkride I can specifically remember. I asked the National Soaring Center if I could get checked out to fly their Ka-13 trainer for passenger flying (that's how you squeeze in a few extra free flights) and their Ka-6CR (a decent high-performance glider by the standards of the 60s). When I got to the Ka-13 the instructor had taped off the entire panel. Not a single instrument was visible and the string on the canopy was the only flying aid I'd have. After the launch and bumming around for 6-7 minutes I entered the pattern at what I judged the right altitude. Shortly after turning final and on a nicely stabilized approach I hear the unmistakable sound of seatbelts being unbuckled coming from the rear. The instructor heaved himself half-way out of his seat to stick his head near mine to look and check that I haven't removed the panel cover. He apparently had a hard time accepting that I'd managed to nail the altitudes and speed To this day, even in my Mooney, I use my ears as much as my eyes during phases of flight where airspeed (and rpm) matters. Coda: I was a typical and impulsive teen and had arranged all this without informing/asking permission from the club instructor who acted as chaperone and GM of our summer camp. The next day he saw me climb out of a Ka-13 with a passenger and went just about apoplectic thinking I'd just gone and was doing passenger flights without the appropriate endorsement Better to ask for forgiveness than permission...right?

wrt to the OP's question: I use 2 Garmin original 2GB SD cards and a 3rd 8GB SanDisk SD card. At update time I load/update everything on all 3 cards. The Garmin SDs go in the bottom PFD and MFD slots. The Sandisk card (where the data gets logged and where the checklist lives) goes in the MFD top slot. Works like a charm Robert

Dan, You can go to Savvy's website and sign-up for a free account. You then upload data when you feel like it and get to analyze a gazillion different ways. Top MFD card, I use a 8GB SanDisk card there which also has the checklist (which I never use - use laminated paper one instead). https://www.savvyaviation.com/savvyanalysis/ Robert

A bit over 80 hrs in the 1970s in The Netherlands with the odd side trip to Germany (Oerlinghausen). Rhonlerche, Ka-8, Ka-6e, Ka-7, Ka-13. Ended up middle of the field in the Dutch National Juniors Championships in 1976.

Thanks guys. I reached out to Sporty's to ask whether the Rosens would fit, given the model year qualifier. here is what their response was: ".....I got with Rosen Sun visors on this and they got back to me with, "We have discovered over the years that 1999 is the general cutoff for proper fit of the current Rosen visors without any interference issues so, I would not recommend trying to use the visors in a 2006 model......." I take that to mean it's perfectly legal. So, does anyone have them in a later model Ovation or Acclaim? Do they interfere with anything (other than the light switches)?