Mark89114

Started investigating this and the estimates from the Big 3-4 players are about 11.5 to 12 (do I need the zeros on there?? ) for an Ovation. Anyway it just seems like a lot of money when the topic has been covered on here before on guys doing it themselves. Never once has anybody said it is a hard job, just laborious and a PITA. I haven't done a project lately that makes me question my sanity, maybe it is time to do this myself? Talk me out of it, talk me into it, I am willing to listen. Anyway need to get back to work. Mark

I am at 30.7 at sea level T.O. As set by don maxwell. My engine runs cool under all cases, lean it back a bit to blue box. General consensus from several mechanics is the continentals like their fuel. It is the 310 HP upgrade at 2700 RPM.

I can verify that is true....when I was flying in Alaska I transported a casket once in a PA-32.

Sorry it takes so long to respond. I read responses all day long on the phone but I hate responding on them as the $%&( auto correct on grammar and spelling drives me nuts.... Mechanic pulled the injectors, all looked clean and in good shape. Soaked them in solvent and cleaned up. Checked fuel pressure and it was within tolerances on the high side so no issue there. The engine runs fantastically all of the time, CHT's are cool, mag drops are well within tolerance, no weird fuel draining, cold starts are 1/2 prop, hot starts are the usual Fuel Injected issues (but pretty good), etc. I have no problem flying the plane, I just think as someone mentioned sometimes they are weird starts. Thanks for the input everybody.

Mechanic looking at this week. Will advise.

I think I read somewherre they are shutting down the .CA operation and moving all to TX.

Still have 14 days.....

Fuel pump is OFF during engine start per the POH. On cold starts I usually get ignition within 1/2 turn or so, which I think is very quick. This has only happened one other time before, months before, and I just wrote it off to the airplane sitting or whatever magical gremlin decides to show up that day. But twice made me pay attention, as it is was the 5-3-1 cylinders which I think is super weird. I really like the theory that is is the bends in the fuel lines are creating vapor lock, poor flow, based on low fuel pressure, etc. Even this day after cylinders started firing normal, the runup was normal, mag drop is about 60-70 and smooth on either mag. I really don't buy the stuck intake valve theory causing the others to balk, as they are firing. Plan is to take plane to mechanic, going to clean and check all injectors and check injector fuel pressure. There is some theory about a diaphragm inside the spider being cantakerous, but I don't know what the inside of that looks like. Based on the fuel injection expert asking one question if there were "humps" fits intuitively to defining the problem. Finding solution is another matter....

Sorry for the delay....I am lazy..... Mechanic came and looked at it......didn't do any real investigating. He did call his fuel injection overhaul guys and described the problem. The FI guy did ask if their were any "humps" in the injector lines, i.e. they went up over and then back down, all three lines go over the curved intake tubes. The theory is the pressure is just a little bit low and not getting full fuel to the injectors. I led everybody wrong on my original post, the cylinders are firing as evidenced by the EGT's, just sure didn't seem like it as nothing was showing graphically and the vibration. Posting the data here, if somebody is more of an expert on getting this massaged into a more useful form, please let me know. Going to take the plane down to his shop before I fly out commercially (yuck) and have the injectors all cleaned and the fuel pressure checked and set. low egt 5 3 1.csv low egt 5 3 1.pdf

I will get it downloaded in the near future..... Just had the mags 500 IRAN and new wiring harness, timing is good. This was done about 15 hours ago. I follow the checklist for appropriate start. Run LOP and 65% or less power, I like to go high eastbound. Oil is changed every 50 hours, most of my flying is long distance legs, 2-3-4 hours at a time. This did happen once about a year ago and I just assumed it was early morning sickness as the plane had been sitting for 2-3 weeks. TT on engine is about 800 hours. The engine runs like a top, I get very low RPM drops on magnetos, usually 60 RPM or less. "Oil on the right hand side plugs only" - per Steven757, doesn't sound logical, why just that side? again the engine was rough. Will get the JPI data out in soon. Thanks, Mark

No EGT temps....guess I should have included that detail on original posting....and it was vibrating badly.

Went to fly my ovation today and on start up, above cylinders didn't fire.....worked throttle and mixture in and out a bit and eventually they came alive.....didn't go flying. I did do a high power run up and that was normal. Called my mechanic and going to look at it tomorrow.....our thinking is something in the fuel spider maybe?

I finally figured out how to download....will be doing this in near future.

Maybe post a link so we have some idea of what you are,talking about?

I don't think the Cirrus rate is comparable to the entire GA fleet which includes airplanes with an average age of 40 years and flown by a range of different skill sets. I think a fair comparison would be Mooneys and Bonanazas from the same year vintage. Not knocking Cirrus parachute products and the training that goes with them, but really need apples to apples statistical comparison.

Never happen....it is too cheap....how will the big defense contractors and generals approve something like this?

You guys discussing about how the controls on your desktop PC don't replicate real life have probably never flown a real full motion sim.....controls don't feel exactly right there either. You just have to get used to it and accept it.

And modern car gas is a horrible concoction of chemicals that smells worse. Makes modern avgas feel clean and healthy....... I read somewhere that you couldn't certify mogas, for cars, as it is too dangerous under the current rules of effin' safety and what not. This statement may or may not be true but I read it somewhere or learned it at a bar.

What is the certification issue with G5 and FIKI airplanes? I have seen that reference several places but no understanding of what's what.

Will believe the KI300 When someone actually has one installed.

if Hawk is able to do an excellent job for $11k, why does the average seem to be $15k for mediocre quality jobs?

You summarized it accurately except for the cost....saw on another forum with installation $150k......do we need a new AMU? That kind of money buys a lot of avgas.

I have a 2001 corvette and I was changing the plugs and leaned against some type of vacuum hose feedback system on the intake manifold and cracked it, moved it a little more and than whole damn thing just fell apart in my hands. Age and heat......

I think BK means Q13 2017, thirteenth quarter of 2017....another 3 years is my guess. Personally I wish BK could get it together to offer a product that replaces the KI-256. For the $6000 that buys 2 rebuilds of KI-256 over the years.....would allow these other products to mature a bit and the allow the competitive market to really get it right. But I have no faith, honestly don't know why it is so hard to build a digital KI-256, the outputs are relatively simple, up/down, bank angle and I assume yaw? There can't be a decision tree that complicated? I would have bought a KI-300 and would consider this new product.......but 3Q 2017 is right now.....

BK isn't even in the game....