atpdave

I experienced the GPSS fail when I bought my 2005 Ovation2. I think the baud rate on an RS232 output from the GIA63 to the S-TEC 55x was set wrong, probably happened when the GTX345R was installed for ADS-B. I think it defaults to an incorrect setting. When I did the WAAS upgrade it had to be reset again with the GIA63W. Paul Maxwell knows all about the GPSS fail. The first time he told the seller's agent how to fix it over the phone and the second time he reset it as part of the WAAS install. I don't know if the ILS deviation is a different problem or not. I don't recall that happening.

When I converted my Ovation2 to LED nav lights I left the A508-28 incandescent bulbs in the aft tip positions so the dimming function would still work. I think the cold resistance of those 2 bulbs in parallel is less than 2 ohms. The GEAR DOWN annunciator brightens/dims properly. If I need a replacement bulb and can't get one I would probably install a relay, and I would also like to know what kind WAT/Mooney would specify.

Atlas’ fuel price at TPF is currently $8.69/gal. The discount brings it to $7.94/gal. Whoopee! Sheltair at LAL, 23 nm away, charges $4.84/gal at the self serve. $3.10/gal less.

If a tire is pressurized to any given pressure with any gas composition at a certain temperature and the temperature is increased by a certain amount, the pressure will increase by the same amount. For example, if a tire at -40F is pressurized to 30 PSI with either pure nitrogen or atmospheric gas (or any other gas), the pressure at 200F will be approx. 47 PSI in any case, assuming the tire volume remains constant . The mass of the gas is the only difference, molar mass oxygen 15.9994 g/mol nitrogen 14.0067 g/mol atmosphere (approx.) 14.445094 g/mol

The IA who inspected my LED upgrade thought the minor weight change was enough to do a W&B update. Easy to do; why not do it?

I’m not a maintenance expert, but I think STC SA800EA allows strobe installations on aircraft not originally equipped with strobes and would not apply to M20Js and later models. Martin’s wingtip STC assures that with the newer wingtips the lighting coverage still complies with regulatory requirements, among other things like aerodynamic and structural issues. Replacing the nav/strobe assembly with 650E LEDs in the newer wingtips should be a minor mod with no other STC required.

My 2005 O2 has the early gen G1000 and S-TEC 55X. When I got the WAAS upgrade the software was updated to 0401.37. I was told the non-WAAS G1000 is stuck with 0401.34.

Here is how the Ovation 2 G1000 handles tach alarms: Pages from 09 Supplemental Data.pdf

I replaced my wing landing lights with G3s I bought from James and they work well. This light does not have any keying, so in my plane because of a slightly loose fit it would rotate in the bulb retainer. It needs to be held in a specific orientation. I ended up using some 1/2" wide closed cell neoprene tape (1/16" thick) in the bulb retainer and it grips it nicely. I'll be doing the taxi lights soon. The G3 is very bright compared to the 4596 incandescent.

Bill, on SNs 29-0001 through 29-0012 and from 29-0131 on, the cabin and baggage lights are connected directly to the #1 battery through a 5A fuse. 29-0013 through 29-0130 have them connected to both batteries through some diodes and a fuse. Also starting with 29-0131 a baggage light timer was added and the switch is spring-loaded momentary on. It's likely that a cabin light was left on and drained your #1 battery. Verifying that these lights are off is a POH Securing Aircraft Checklist item, arguably the most important item because it's risky (easily overlooked and costly). Of course, I could be completely wrong in your case, but cabin lights left on are known to kill the #1 battery in these models. The lighting circuit is not related to the charging circuit SB referenced above by Lance.

This is what works for me (IO-550G(7)B): 1. Throttle to idle, mixture to idle cutoff 2. High boost pump on for 15-20 seconds to purge fuel vapor upstream of engine driven fuel pump 3. Throttle to normal cold start position, mixture still in idle cutoff 4. Crank while slowly advancing mixture to rich 5. When engine catches - mixture rich, low boost pump on immediately until stable idle, then off (5-10 seconds). This technique is a combination of Lycoming and Continental recommended hot start procedures and it works every time for me. Let me know how it works for you.

With 2 people, typical bags and 80 gal fuel, my plane (not a J) is around 3200 lb with a CG 49.6 in aft of datum. Assuming the nose tire is around 12.5 in fwd of datum and the mains are around 63 in aft of datum (these are my rough guesses, not measured), the loads would be around 1259 lb on each main tire and 682 lb on the nose tire. The Goodyear tire databook shows load ratings for a 6.00-6 6-ply tire to be 1750 lb and for a 5.00-5 6-ply tire it's 1285 lb so the above seems about right.

Looks like they fixed it by 2005:

I think nav antennas are on a splitter, not com.

Flying for the airlines, we could fly with a gear door removed under what I recall was a CDL (Configuration Deviation List), kind of like an MEL. That reduced the maximum speed. My unqualified opinion in this case is to remove the door and get a ferry permit. As a practical matter, you may also consider reducing your maximum speed to Vle. I agree with others that you should under no circumstances fly with the door in place. As they say, when in doubt, start at the hearing and work backwards.