StevenL757

Agree. Sometimes, the ILS needs to be reset as it can “drop out”. This has happened more than once at JFK…where we’ve had to request the ILS be reset. Sometimes it happens before they can actually NOTAM it as out or partially out.

Honestly, I think this translates to “good ADM”. My company’s policies on weather limitations are documented very well in our OpSpecs, and are tighter than many other airlines, so I see “weather chickenry” as a good thing. Steve

I grew up in the Seattle/Tacoma area, and have flown a few different types across the mountains into E. Washington and Idaho (KELN, KCOE and St. Maries ID, among others). If you’re planning to make that round-trip on a regular basis as you indicated, I personally wouldn’t consider doing it in a non-Fiki equipped airplane. There’s no guarantee that a Fiki system will always do its job in all conditions. Any number of severe-enough conditions can overwhelm such a system, so my personal choice is use it to get out of an icing encounter…not to plan, file, and sustain flight into such conditions…especially in the NW. @Scott Dennstaedt, PhD will likely have some thoughts at a far-greater level of detail than I could offer.

Lance, I think you're right on with that post. It does seem, however, that despite an infusion of capital (if that really happened), they're still no further along than 2 or 3 years ago. I'm hearing the same promises and rhetoric to "develop or implement x, y, or z" or to grow the service and parts businesses. The perception (at least mine anyway) is that nothing has really been done. May not be relevant, but I'm still waiting on a no-back spring kit - 7 months and counting - with no relief in sight. I appreciate building a business can be a marathon and not a sprint, but the talk remains the same with no discernable actions. The truth is, they have no plan. I've sincerely tried to stay positive about all this; however, it's getting more and more difficult to see a realistic positive outcome. When the senior leader of an aerospace manufacturing corporation makes statements like "...making GA planes is getting riskier", paired with "Maybe this isn't such a bad time to be on the sidelines", it makes me question motive, intent, and whether one's heart is truly in it. With each passing day, ownership of this make is getting more and more difficult to swallow. It's honestly causing me to re-visit C-340A ownership. Its TCO aside, at least I'd have solid parts and support resources at my disposal...despite having a 40+ year-old airframe. Just thinking out loud.

Yes, I'm aware. I re-organized my remark to make it read more accurately...thanks for pointing that out.

A few observations and suggestions… Except for takeoff and up to 1000’ AGL, and landing, your cruise RPM with the 310HP conversion should be 2550RPM, not 2400. There is no appreciable performance or benefit to your engine’s life by reducing to anything other than 2550. I don’t buy some folks’ argument of “2400 reduces cabin noise” to properly justify the RPM adjustment downward. It changes the tone of the engine, but rarely - if ever - have I observed a reduction in actual cabin noise. If you have to get a decibel meter to determine the difference, you either need another hobby, or a better headset. 2550RPM is the optimal setting that has been flight tested and proven over time to deliver the most-optimal engine performance. Without getting into a LOP/ROP discussion, consider switching to LOP ops ASAP. Although that engine is designed to run both ways, I’ve seen more issues caused by ROP ops…particularly cylinder replacements. This isn’t an argument either about fuel burn or a few more knots. You have a tuned induction engine that is designed to run LOP, so take advantage of that ability. 80-90 degrees’ spread on the EGTs are a bit much, but not entirely unreasonable. Your CHTs should be pretty even in cruise. Lower altitudes in the Ovation (generally under about 7,000) tend to produce more inconsistent CHTs than up higher. I would inspect your baffle seals’ condition and determine whether excessive air is getting out of the upper deck. Chances are you still have the original baffle seals. Properly-installed seals keep the airflow around the upper deck more even. Generally, between about 7,000 and 15,000, the CHTs are a bit more even, although #5 will usually be hotter by about 20 degrees over its cousins. A pixie hole - as you pointed out - would help bring #5 down a few degrees. Hope this helps.

Please don’t channel your inner Tommy. :-)

@GaryP1007 Gary - did you ever locate any AA-48109 filters? If not, I bought a couple of boxes several months ago, and would be happy to part with some for a "pre-inflation, pre-Covid" price if interested. PM me or let me know. Steve

Yeah, although I’d look at Av. Oxygen at Reid-Hillview, I’d use it as a last-resort. I had a rather heated e-mail exchange a few years ago regarding a similar topic to this…whereas, I was seeking a quote for a regulator overhaul, but was told I needed to send it in first. We discussed my specific configuration and part numbers needing overhaul. I had a two-week time constraint to get the work done; and based on the work scope, they essentially agreed to it. I sent in the regulator for evaluation. After assessing it, they replied with a quote nearly double the original estimate…saying that my altitude-compensating portion of the unit constituted a “second regulator”, and as such, would be charging to “overhaul two regulators”, and to “please build that into my costs.” What’s worse, is that although they committed to my timeframe, the actual evaluation period they suggested and the time the bottle needed to sit following the work went beyond my 2-week period before shipping both ways from CA to NY was even factored in, yet they failed to acknowledge it when I called it out. When I eventually cancelled the work, credits back to my card for deposits given were also delayed. Other reputable shops who have subsequently done the same work to the same regulator (including one by my airport) have said the aforementioned is basically nonsense, and have overhauled it like any other regulator…and nowhere near the cost that Aviation Oxygen wanted. In both cases, the work quality was excellent, done to FAA standards, and signed off as such. So, maybe this was partially my fault for not setting more-realistic expectations…and I’ll own that…however, the customer service I experienced, as well as the pricing scheme for service and parts in general was excessively high. Another example is the transfill system I have for the 3 large “T” tanks for Aviator Breathing Oxygen I own. The lines, connectors, and all brass hardware were acquired from my welding shop at less than HALF the cost that AO wanted…and the quality was as good, if not better. There are better options out there. Unless there are parts you need that ONLY Aviation Oxygen can provide, try Aerox direct…formerly Scott Oxygen systems. Although I’ve worked with both of the below as well, Ametek did my last overhaul and I was very happy with the timeliness and quality of the work. 1. https://www.aerox.com 2. Ametek Ameron - 1350 Lincoln Avenue, Holbrook, NY. 11741. Tel. +1 631.467.2811 and ask for Tara.

You and me both.

Yes...several times doing Angel Flights. Very peaceful, quiet little town...couple of small restaurants (Dolly's is one), a grocery, and a gas station...that's about it. As the name suggests, you'll find a lot of French influences and many folks around the town speak the language. Never stayed the night, but certainly a place you'd want to fly into, and cross off your bucket list. I'd suggest calling KFVE in advance to make sure the self-serve pump is operating. If you can't get fuel there for any reason, Caribou (KCAR) and Presque Isle (KPQI) are good alternative fuel stops. Neither are far away from KFVE. Been into all three many times, and at all times of the year (TKS really comes in handy). Certainly worth visiting any or all of them. I think you'll enjoy any of the experiences. Steve

Sold.

Price reduced.

Box of 12 Tempest massive plugs. Brand new, never opened. Came with my factory-new IO550N8B engine. I have a box of fine-wire plugs that are going in, and don't need these. $275 and I will cover shipping anywhere in the US. Price below is Spruce's for reference. PM me, or let me know if interested here. Steve

Understood. The first data point on the 275's calibration procedure is always the most difficult to obtain - largely-due to the vibration of the engine. Some airplanes exhibit this more than others, and the instrument is surprisingly very responsive to any vibration that it doesn't "like". The good news is once that initial data point is captured, the rest of the process generally goes smoothly. A few suggestions in addition to what you've tried... Shut the engine down and start it back up again. Sounds crazy (like someone telling you to "just reboot your computer - it fixes everything"), but it may help allow the instrument to sense a smoother running engine. Not desirable at all and I don't ever recommend it, BUT - as a one-time fix - you could start the airplane with the avionics powered and then attempt the calibration process. This has been known to produce very good results, but if your methods tried so far + the above don't work, you would work with two other people to hand-tow the airplane through the range of headings required to calibrate properly. You could do this with or without a power supply attached (probably ok if you have a small power supply and a long-enough extension cord) and can keep the airplane far-enough away from any large metal buildings (think massive hangars). Without a power supply (battery power only), pull any breakers for equipment that doesn't need to be running, then turn on your Master (your GI275 should turn on with the Master switch on - it shouldn't be on the avionics master), and run through the calibration process that way. You would be in the left seat, one person would be in the right seat manipulating the instrument and calling out the headings, and the third person will tow the airplane. Obviously, make sure the mags are off and you have a long-enough tow bar to allow the person towing to remain clear of the prop. Best of luck...hope some of this is helpful.

You may want to have someone familiar with the calibration process (like a shop tech) sit on your right while you maneuver the aircraft. He or she can manipulate the instrument while you focus on maneuvering correctly. It needs to be done on a level surface away from large metal buildings, and preferably on a calm-wind day. Any adverse motion - save for the running engine - will give this error and won't allow the countdown to initially start. I've done this procedure probably 5 or 6 times in 2 airplanes. The turns should be slow, done at a consistent speed, yet stable-enough to stop the airplane on the headings warranted for the calibration to successfully complete.

Have you considered a factory-new or factory-reman from Continental? Their lead times are much less than the 7+ months I’m seeing for other “boutique” OH shops. I just received my factory-new engine last month and waited about 3 months.

Another excellent choice, based on a couple of personal experiences.

I'd second Bill Jensen in a minute. He was an airline reference for me, as well as a good guy to get experience in a variety of aircraft. His DPE of choice is a tough cookie, but fair and thorough. @dzeleski and I are hangared about 200 feet apart from each other in the same airpark, so without stepping on his toes, am also happy to help out with anything you need. Steve

$70,000 is a ballpark figure for the known-ice installation, which would yield roughly anywhere between $35 - $40k aftermarket. Inadvertent installations which run around $45,000 would yield more than $10,000 aftermarket, but certainly less than the aftermarket value of a FiKI installation.

As @KLRDMD Ken pointed out, the $20-25k for an inadvertent system is about right. Known-ice is around $35k, and probably $40k-$45k from a motivated buyer. What's it worth to ME? Priceless. Probably one of the best tools on the airplane to aid in all-weather, all-season dispatchability.

I used to own one...along with a TB-9. I've owned 2 Ovations since. Need I say more? :-) Seriously, they do require a fair amount of maintenance more than an Ovation in my opinion. Landing gear MX is particularly challenging. Finding parts for a French-made airplane isn't as much of a challenge as finding people WELL-QUALIFIED to work on them. They are few and far-between, and to find one, you may need to travel a fair distance (as I do from NY to TX for my Ovation) to get "that" mechanic who works on Trinidads on a regular basis...and is exceptional at it. I've known several owners who have just gone with someone convenient, and they've paid a hefty price...in more than one way. PM me if you want, as I have a contact number for you...probably the person most-directly and heavily-involved with all-things-Socata that I've ever experienced. He used to work for them for many years, and presently owns a TB-10 after having owned a -20 for years. Sign up for their forum as well if you haven't already done so. Steve

Largely-agree. Jeppesen offers "bundle" options depending on what avionics package(s) you have. The "bundling" options cater obviously more to those with full-suite (all-Garmin, all-Avidyne, etc.) cockpits, but a call would definitely be in order to see what they can offer anyone with dissimilar hardware onboard. Also - calling them often yields better pricing than going online. Although you've been able to order subscriptions from Boeing/Jeppesen like ordering online from a restaurant, I've found in the past that by calling and actually speaking with someone, my rates have been a bit lower and they were able to adjust pricing downward somewhat. Steve

This. Exactly.

If you run your engine ROP, it produces pennies. If you run it LOP...it starts producing quarters or better. Seriously, I hope this is nothing serious and that you get it sorted quickly and as inexpensively as possible. Steve