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StevenL757

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Everything posted by StevenL757

  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.
  13. @Mark89114, @Fritz1, Personally, I’d start with Kendrick. You’ll be surprised what a (hopefully) single phone call to him will accomplish. PM me if you want his phone#.
  14. @V1VRV2, any progress and/or update? Curious as to how you’re getting on.
  15. L - Are you using an air/oil separator? When we installed a factory reman IO550N several years back on a previous Ovation, the Airwolf separator was identified by one of then-TCM’s mechanics at the Fairhope MX facility as being the culprit to generating excessive crankcase pressure. The separator was removed and the problem immediately went away. Also, I wouldn’t suggest ever adding more than 8 quarts of oil when doing a change…this is major overkill. The IO550 will blow out anything over about 7 - 7.5 quarts in an effort to “settle” on what it wants. Talk to Brian Kendrick if you haven’t already, or PM/call me and we can discuss and get you back on track. Steve
  16. Yeah, depending on what’s on the airplane prior to the upgrade, it can get expensive, but not unreasonable (everyone’s mileage may vary of course). 520 to 550 in a 210…yep, similar, I agree. So, takeoff and climb are just the beginning. The 280HP engine is rated max 2500RPM. The 310hp upgrade utilizes 2700, with a highly-recommended cruise at 2550, so there’s a benefit. When I’ve been somewhat-lightly loaded, I’ve managed a 200-300fpm climb all the way to FL200 in two different Ovations. The 280hp variant would likely struggle to make it above FL170 at the same weights, edge cases aside.
  17. Mind if I take a crack at this (above)?
  18. Seriously, @LANCECASPER gave a good summary. For the Ovation, you’ll shave about 500-700 feet on-average off your takeoff roll. Takeoff at 2700RPM, pull back to 2550RPM after 1000’ AGL. Leave it there all the way up to cruise altitude, and throughout cruise and descent. Just adjust your power and fuel as needed. 40-50LOP is your sweet spot. Cruise speed is roughly 172-176TAS at between 8000-11000 feet with TKS-equipped airplanes. You’ll certainly notice the upgrade from 280HP once you push the power up for the first time following upgrade.
  19. Didn’t we have this conversation about a year ago or more? :-)
  20. It depends on how many times the tanks have been patched, at what sizes and locations, and by whom. Not trying to spend your $$ for you, but too many patches will result in you chasing your tail, risking bigger and more frequent leaks by the sheer nature of patching around good or bad sealant, and spending unnecessary amounts of money. As others have echoed here, give Paul Beck a call. You’ll need to notify any paint shop you choose that your tanks have recently been sealed so they can work around it; else, they will likely remove sealant during the paint stripping process, and your lovely new tank seal job will leak. Paul has done work for me in the past, and his quality has never wavered.
  21. Agree with @ilovecornfields in that a new prop would be a necessary but unfortunate new cost for your to lay out. The STC is indeed around $5k, and you need to also ensure you have the proper instrumentation to display 2700RPM per the STC. Expect to shave off around 500-700 feet of takeoff distance under nearly all conditions. It truly is noticeable versus the 2500RPM option. Good call.
  22. 2550RPM and 40-50LOP is your sweet spot on your engine. Running with iridium finewire plugs is an even better option to keep things humming nicely. Bob Minnis backs all of this up with data from several tests and experiences on the IO550's 310hp upgrade. He's also the original STC holder for the upgrade, and knows a thing or two. :-) +1
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