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About sailon

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  1. sailon

    Flap Extension Speeds

    Wish the ovation POH was clearer on topic. I agree with the consensus not to touch flaps till Vfe.
  2. Have a basic stupid question regarding flap extension speeds. I am getting ready to fly an Ovation for the first time, and my Mooney trained CFI and I were discussing flap speeds. I have always waited to add any flaps at Vfe which is 109 kts in my F. My CFI mentioned that this speed in the Ovation (110kts) is the maximum extended flap speed and partial flaps can be dropped at a faster speed. Furthermore, this quote from the POH pp 2-3 says: "Vfe, Do not exceed this speed with flaps in full down position." Elsewhere in the POH it indicates in Figure 2.2 White arc range 59-110 as the "flap operating range." Other high performance aircraft I have flown have an approach flap setting of approximately 10 degrees. So the question is, can I safely extend say 10 degrees at a faster airspeed than 109 or 110 kts? If so, what speeds are commonly used for an approach flap setting? Thanks
  3. sailon

    Ovation performance charts in XL

    I have a version of Excel on my iPad. I will try this. EXCELLENT WORK! I am especially appreciative of the overlay on the POH pages. Since the FAAs position is that a digital representation of paper documentation is now legal, you may have a means to have an "approved" calculator display. Especially handy since I may be starting to fly an Ovation this weekend. Now if only there was a version for my F.
  4. Flies straight as an arrow hands off with perfect coordination. BUT speaking of rigging, I am starting to wonder if something is amiss or loosened up in the rigging of the autopilot. Next time I am up, I'll take some photos or videos. What is also interesting is that enroute while it flies to the left of the rhumb line, the actual track and desired track values line up. Now that it is starting to cool off in the hangar, I may also take the inspection plate and take a look at the autopilot servo rigging. Will keep all posted.
  5. Ok starting to think something is out of whack. Here is what I noticed on tonight's flight: 1. in heading mode, when I enter course change of 90 degrees or greater, left turns are nearly at the standard rate. Right turns are a bit less. 2. GPSS mode enroute I note that the autopilot stabilizes to the left of "the magenta line." 3 90 degree left turn to the approach course was dead on. This was a left turn, turns described in earlier post the hold and approaches were right hand turns Whadda you think? Servo shot? Autopilot out of adjustment? Note that the servo is a single unit on the pilot side aileron.
  6. Marauder, Thanks so much for the videos, they will really help. I am looking forward to reviewing them and comparing with what my airplane does. The GNSS came with the airplane. I have over 75 hrs in it and I am still trying to figure out how to use the autopilot with the airplane. Agree that the documentation is terrible. Nice setup. Same as mine except for the STEC 50 and I do not have the MFD. Which GPS are you using? I have the GTN 650. Art
  7. Thanks Cris. I supplied some incomplete data. The autopilot / Aspen is in GNSS mode, navigation mode is RNAV. Where is the "high setting" that you are referring to? Lastly, the turn coordinator is lining up with the Aspen and confirming that all of the turns were made at half rate. When I disconnect the autopilot and hand fly the turns, the bank angle doubles. Totally understand what it needs to intercept. Fuller disclosure, the hold and approach were at totally different points. The approach was an RNAV with "T" waypoints. The entry to the IAF, and the 90 degree turn to line with the FAF were both at half rate. I had to disconnect autopilot, turn airplane by manually, then reengage GNSS after turn to follow approach. My Century III in my old Arrow did a better job of flying RNAV approaches! Like they say, somethin' ain't right.
  8. STUMPED! In my F, I have the Aspen PRO 1000 glass, STEC 50 autopilot, and the GTN 650. All turns associated with holding patterns, and RNAV approaches are only made at half of the standard rate, NOT full rate. I have found discussions about this in some other forums, but I have yet to find the magic setting that determines the rate of turn. Anyone else have this issue, and what solved it? Gain setting on the Aspen? Defecting turn coordinator? Setting on the STEC? Thanks
  9. sailon

    Garmin 430W GPS antenna problem.

    Thanks! On further thought, I am going to check out the idea that the LNA has gone unstable. If a electrical stability is found, it is a major AW issue which warrants a problem report to FAA copy Garmin.
  10. sailon

    Garmin 430W GPS antenna problem.

    To reawaken an old thread, I just came across this exact problem. GA35 antenna, GTN 650. Noticed loss of signal when I banked the aircraft earlier, now antenna completely dead. So are the other portable GPS systems in my airplane. Just had 650 bench checked, was perfect, now airplane goes into shop on Thursday. Assume no recourse from Garmin?
  11. sailon

    Gear Tool Requirements

    Just called Hangar Tool Box, apparently they are out of business due to illness!
  12. sailon

    Should I grab this abandoned Mooney?

    Jesse, saw lots of comments regarding the engine. Do not know how much time the engine has, but if the number is greater than 100, you may be lucky and skate. I was looking at an aircraft that didn't run for 10 years. I called a well established overhaul shop, and he stated that the engine should be fine. Suggest that you and your mechanic boroscope the engine, (it is great that he is familiar with it by the way) and give a reputable OH shop a call. It may be that the seals around the prop may be your biggest problem. My bird was lightly used for a couple of years before I bought her, engine is immaculate, but I just had to do a prop reseal. Prop was 81 hours since overhaul performed in 2014. If there is no evidence of rodents or corrosion (check the tubing), and you get good vibes from the shop, I wouldn't hesitate to go for it.
  13. +1 for this great FBO/Airport. KFMY Base OPS is THE great example for the rest of the airports in the country. I fly there often.
  14. sailon

    Mooney for tall pilot

    Maybe Mooney left a few holes off of the rail. I checked several times for the pedel extensions, they were not there. With the seat in the last hole, I was uncomfortably close to the panel. The K sits totally differently. Also, I do not have vertical seat adjustment like the K does. My inseam is 34 inches. Mike, be careful with regards to downloading data for the seat rail mod. The print that was downloaded previously from this website was exclusively for a specific tail number. It takes an STC to modify the fleet from a single mod. My mechanic and I looked at the print that I downloaded from here, saw the exclusivity paragraph, and we figured that the FSDO would not approve.
  15. sailon

    Mooney for tall pilot

    I just finished getting the paperwork done to modify my F to drill the extra hole required by my long legs. My torso is short, but my sister says that I got all of the legs in the family. Just to modify the print by the DER set me back 1 AMU. NOT inexpensive, and the DER just updated the print to change the part number of the rail from the E model to the F. I saw some discussion regarding various models. I can fly the 252 model without any problem and no seat rail modifications required. I suspect that the K version stretched the fuselage maybe 6 inches. F's and shorter will likely require a seat rail mod if you are a long legged pilot. Not sure about the J model, but it may require rail mods as well.