Niko182

TAT says to run their engines pretty hard in those terms. Climb at 100% and cruise at 85% and a lot of their engines make tbo. Those are with IO520 and 550B engines

I'd do KRHV D-> KTUS and plan on getting a clearance through the restricted areas over edwards. If you're high enough (+8500 ish) they have usually told me I could fly through. If i get denied that clearance, just go around the R-2515.

If you want to fly 4 people around and with gravel strips, why has no one mentioned an A36. Add the TAT conversion and it will match the ovation performance wise. If you need weather capability, look at a 58 baron with boots. I've landed my eagle/ ovation at one gravel strip (Amboy, CA). Its not something I'd do often, let alone regularly. Grass is alright, but I understand where most owners are come from, when they state they aren't willing to land anywhere other than pavement. I'll also add that I can take 4 170 pound people plus 100 lbs of baggage, and a little over 70 gallons of fuel. It is something you can do if you have the useful load, but if you do it often, you are going to want something with a set of barn doors. my 2 cents, hence the reason I stated 36 or 58.

The layout with the 7in G3X will be quite awkward for you. I’d also do a gtr200 and a gnc255 so you have ILS capability. Having radios to physically change is a lot nicer than using the touch screen.

I believe textron made a run of 30 of them for a limited time and sold them at quite a steep price. There are places that do repair the ruddervators which most people do instead of replacement.

That only applies to the Vtails. Not the normal Bo’s. Also it is easy to take care of the ruddervators. Vtails have issues with parts just like mooneys do. I can’t buy a no back spring for my Mooney. Doesn’t mean I’m selling my Mooney. My wing spar can corrode. Doesn’t mean I’m selling the Mooney. If you take care of the Ruddervators, you’re not going to have an issue owning a 35. This coming from someone who has quite a few friends that own v tails.

Or a 10in G3X but that requires a lot more panel work. You seem like you think the 7 in is worth it. From that point of view do it. It’s going to be your plane. My opinion is that it wasn’t worth it. Hence why I didn’t do it. It’ll still be a nice addition to the panel regardless.

But a guardian iPad mount for the mini and just throw an iPad mini in the copilot side of the panel.

I have mine where he has his. I’ve never hit it unless I was trying to start the plane. Had it for 3 years now.

In my opinion the G3X already provides so much information and that's coming from a G3X and a GNX375 combo, and the 375 has a tiny screen. a 750XI G3X combo will offer so much information. At the end of the day, it's only money. Specifically your money. Will a Dual G3X look cooler and offer more? Absolutely. Will it do that to the extent of 10 to 20 grand more? In my opinion no, but yours could be and probably is different.

I have one display and I couldn’t see myself putting another one unless it was a 10in like @bmcconnaha did in his 201. Spend the money on long range tanks or a cheap taildragger.

I believe the IO550G and N have a 2200hour tbo. It was switched a couple years ago, but when I don’t know exactly.

You'd have better luck on beechtalk.

The best part of that airplane is that the spinner lines up perfectly with the cowling. As an Ovation owner, I could only dream.

https://s0c174270dcfbf85f.jimcontent.com/download/version/1551389156/module/8272340815/name/M20V_POH.pdf

I thought the ovations don't have the ability to run 94UL? is their 100R fuel released yet?

I understand that it is for sale certified aswell. Im saying that the userface is identical to the experimental. It was originally designed to be adjusted by the user. They didnt remove that ability from the certified version, however they do state its not legal to make adjustments, but its easy to do.

Youre not hacking it. All G3Xs are the "experimental". On boot up you hit menu and hold it and you can adjust every aspect of the g3x.

I can see 65% power at 11,000 if I want to go full RPM. definitely not a way I'd ever want to continuously fly 190KTAS in an ovation is realistic if you decide to fly WOT, MAX RPM, 50* ROP with the 310HP conversion or if you have the 2 blade McCauley that had pretty poor takeoff and climb performance. You can probably see that burning 15 to 16GPH which most people aren't willing to do. I happily fly mine at around 175 knots at 12GPH LOP. I can get another 180 knots at 13GPH, but as I've flown more and with the currently gas prices, I see myself flying at lower power settings or higher more and more.

You're wrong on one part. The Overhaul will be cheaper by a couple grand on the Bo because the 550B is cheaper to overhaul than the 550N and G series. I never understood why people say the bonanzas are so much more expensive than the Mooneys. There is really only 1 thing that the Mooney can have that the bonanza cant. A V35 or F33 cannot have FIKI and long range tanks. A Mooney can.

Yes. We have an identicle wing except i have a tab thats slightly lower than yours, however with the O3 conversion I can legally fill up past the tabs now.

FWIW at my first annual, when they emptied the tanks to calibrate them, the shop said they found a large sum of water in both tanks. I always sump my tanks and have rarely seen water within the cup, so I was quite surprised. I came to the conclusion that the tanks, or at least mine hide a bit of water. I rarely get a mis or a stumble, but when i do, I figure a couple drops of water just got through the the fuel line, as its too short for the EGTs or CHTs to pick up. I guess I should also start adding alc to the tanks. What does the 100% IA do to the water in the tanks?

On the TCM engine you really want to look at the valves. That tends to be where the issues lie on the engines. As others have stated, the compressions tend to drop off pretty quick as the engines gain time, at least compared to a lycoming. FWIW, I've had a cylinder come back with a 0/80 compression. I have no idea how long I was flying it like that, and there was no indication that one of the cylinders was bad. EGTs and CHTs were normal in flight and I had no issue flying LOP. If anything falls under 50 I'd look into it, but I wouldn't veto an airplane because of it. I bought my eagle with compressions as low as 42. That engine went from 1350 hours to 2050 hours and was new in 99. After flying it consistently, they all came back above 60. I will say on the acclaim you are significantly more likely to have to do a top on it mid way, so i'd keep that in mind.

Did they ever make the kit for an S. I'd love to be able to legally remove the tabs if i could.

You can just keep on adding fuel past the fillers.