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StevenL757

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StevenL757 last won the day on July 3 2016

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  • Reg #
    N21625
  • Model
    Ovation3/TKS
  • Base
    KISP

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  1. @William Munney I’m not sure about the EarthX product, but the only airframe that is approved to use the TB17 from True Blue Power is the A36 Bonanza. Even if it becomes available for the Ovation, you likely won’t want to pay the price for one of them…let alone two. They’re easily north of $4,500 apiece. Edit…just had a look again (been over a year since I saw them around $4,500), and Spruce has them - albeit out of stock - for the bargain price of $6,779. Each.
  2. Understood; however, the iPad shouldn’t be IN the panel…period…especially taking up the space where you show it on the left. It’s a piece of consumer-grade hardware that happens to be accepted and used widely as an EFB. It’s fine, as long as it’s mounted in a location where it can be viewed easily when needed, but easily removed when you change aircraft as regularly as we do. In other words, out of your primary scan as well as your first officer’s (if you have one).
  3. Completely agree. Adding them here: @CAV Ice
  4. Is there any data from IO550G or IO550N engines with Energizer starters experiencing slippage while using 20w50 or 15w50 with or without Camguard? Forgive me if I missed it anywhere here or another thread.
  5. I also fly for a major fractional (less stress, more money, and better QOL than a 121, personally :-). To the OP’s question, the majority of the situations we see in the air and on the ground (we get into our fair share of large, regional, and small GA airports equally) is that we rarely run into an instance where we interrupt, delay, or flat out cause a 121 carrier to be delayed or suffer a schedule issue. We fly higher than them by a comfortable margin, fly just as fast, and just as far. It generally isn’t a problem for us to have our PDC/CPDLC etc. issued, flt. plan entered into the FMS, pax loaded, and be on our way…all while merging nicely with the big boys at the larger airports. I’d honestly have to think hard to recall a situation over the last two years where I can remember any of our crews having such issues. I’ve had to do several diversions over the last six months…both on the East and West coasts…and haven’t been privy to any times where we’ve delayed regional, LCC, and/or legacy 121 carriers due to our changes in plans. We’ve also had our fair share of “routing verification discussions” with ATC as you’ve described, but they’ve been resolved with minimal time and effort spent. Not sure if this helps address the OP’s original question and/or sheds any constructive info, but these have been our crews’ experiences, generally-speaking.
  6. I’ve had this work done on the same parts with my prior Ovation, and the repairs came out better than new. Mine looked worse than yours. Start with Brian Kendrick in San Marcos, TX. You can reach him at Brian@mooneysupport.net Steve
  7. Hello Martin, If you haven’t already done so, ask your shop whether they would be able and willing to fabricate a new rack. The rack on my first Ovation looked like yours and I had to have a new one made, as there were simply too many existing holes with no room to add new ones. My shop has an excellent sheet metals guy, and they made me a new one for a very reasonable price. Appreciate you’re in Germany; however, am happy to put the two of you together to discuss your needs if you think it will be helpfuI. I have no doubt that they will be happy to help you. Regards, Steve
  8. True, unless he has a GDL69 or 69A…in which he’d have XM Wx on his 650xi; however, you’re correct in that the 650Xi wouldn’t display the ADS/B weather from the Lynx. I had this same setup on my former Ovation. In this configuration, it was kinda nice to have 2 different types of Wx.
  9. No. It remains the same at 2000TBO. Engines above a certain serial number (generally those made after ~2012'ish) actually have 2200-hour TBO limits...whether they're rated for 2500 or 2700RPM.
  10. By leaving your tanks full for long periods, you should be more concerned about the condition of your shock discs than tank sealant. My IA and I have seen several airplanes pass through his hands during annuals where the discs were compressed beyond acceptable limits. The owners have admitted to leaving their tanks full for long periods/on a regular basis while not flying. A tank repair is relatively inexpensive, versus just under $2000 for new discs and labor.
  11. Calling @Gee Bee Aeroproducts to the discussion. He has a seal far-better than what the factory uses. I put one on my former Ovation, and never had a drop come in the cabin - either in the air or on the ground…despite a couple of rain events where the plane was left outside briefly on trips.
  12. You’re in the right place for that annual. You’ll also meet Garrett when you take your plane down there. Brian is training Garrett in all-things-Mooney-Ovation and Acclaim, and he’s been a valuable addition to the shop. He’s careful, attentive, methodical, and has an excellent attitude, so you’ll have a second pair of hands to work with you as needed.
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