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About FlyingScot

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    Advanced Member

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  • Location
    SE MI
  • Reg #
  • Model
    M20R 310HP

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  1. I am delighted to. There are a number of very good home automation solutions that are perfect for this application. The key is connecting them to the internet. So to start, instead of a MI-FI card, or something similar, you can use a cellular modem - I use the one from Netgear (LB1120). These use a cell-phone sim card and acts as a cell-> internet router. This gives you ethernet in your hangar. You just get an extra line on your cell-phone plan and use the sim card from that, or buy a prepaid sim card. Either one works. I added the line to my family cellphone plan and it costs me ~$10/month for unlimited data. Then to this connect a Smartthings hub with a single ethernet cable (supplied): This unit, which has its own App for your cell-phone, acts as both a wi-fi access point as well as a router (so you will have wi-fi access for your hangar) as well as a mesh network hub to control up to 256 smartthings devices. These include: power switches which can be used to control heaters, lights, chargers, etc (which track power use, too) like: These switches are configured directly (very simple to do) from the app.You can also add temperature sensors: Motion Sensors: Cameras, etc. All can be monitored from your phone, and they can be programmed, too - e.g. "Turn heater on if temp goes below XX degrees", "activate camera if motion is detected, or if the hangar door is opened" or "turn the engine heat on at midnight tonight and keep it on for 12 hours". You can have it alert you on your phone if someone opens the hangar door, or moves the plane (I have a motion sensor and vibration sensor in the cabin). You can also add a smoke detector, which alerts you on your phone if there is a problem. Here is what it looks like on my phone: I have mine tied to a ring security system as well. There are literally hundreds of devices that can be added, depending on what you wish to do. Hope this is helpful. - Bob
  2. Does everything you possibly can need, with a $10/mo cell charge. Commercial solution, free upgrades, extensible to include cameras, etc. I love DIY solutions, but why reinvent the wheel? + +
  3. I haven't seen this mentioned before (maybe a flawed search?): I use a Netgear cellular modem and a Smartthings hub. That way the system is expandable and flexible - I have about 20 devices in the hangar routing through the hub (with switches, etc.), including engine and cabin heaters, temperature monitors (inside the cabin too), chargers, cameras and lights. Works great, is highly configurable, and accessible from anywhere. $10 a month cell data charge.
  4. Absolutely to both. I have run ROP (on rare occasion) and 30-50 LOP (almost always), GAMI. Engine is smooth, even at 50 LOP = @10K' ~12GPH @175kts. Temps great, engine purrs, boroscope images are cylinders-of-the month. Range/endurance much improved LOP = better reserves IFR at same load. Leaner eventually leads to idle cut off, which for me is pretty uniform/abrupt (no significant leading roughness, which I take to mean pretty good balance across injectors). How can you beat it. I have been current in a whole lot of different types of aircraft, liked them all (mostly ;-), but I honestly can say I truly love the Ovation...
  5. Last week...a beautiful flight over NC, TN, AL, and MS to get the best fried chicken in the world at the Country Store in Lorman. It is the best. I mean THE best! The ribs in Memphis weren't bad either!
  6. Consistent with my experience - e.g. last week flew MI -> MS at 10k / 175 IAS at 12.8 GPH LOP. Can’t beat it.
  7. Keep in mind too that Reg’s do not require a standalone clock - even for IFR. A clock permanently installed clock visible to the pilot is required for IFR, but the requirement can be satisfied by a GMT clock function on an existing installed instrument - e.g. the clock on the 430W satisfies the requirement - BTW I did confirm this with AOPA legal -
  8. I have a 2000 O2 with the 310HP STC and TKS - and I would echo these sentiments - I'm also 6' and find the vis just fine. I regularly fly MI -> NC -> FL and find this is a fantastic plane for this mission. We have the Great Lakes Ice machine up here, so the TKS is really nice to have. I have/am gradually upgraded/grading panel. Higher altitude would be nice sometimes, but I can get to the low flight levels if I need to (has O2) but east of the Rockies I don't really find much need to - and a NA engine is much less complexity to deal with. As has been said, the Ovation loves 9-15K, so having O2 is really important and at those altitudes a cannula works for most every situation. Bottom line - the Ovation is simply a fantastic machine. A great, super stable IFR platform. Fast, efficient, and a true joy to fly. - Bob
  9. This weekend's quick trip to NC - Pics of return in OHIO enroute from NC to MI - CAVU over the Blue Ridge then threaded through light rain storms associated with a weak front at 7K at/around dusk in OH/MI. In and out of IMC for 2 hrs, but generally smooth. Absolutely beautiful cloud formations + lighting - photos don't do it justice. (BTW - great Avgas price at 0VG - Lee County VA - a great facility w/courtesy car, etc - largely unattended, but nicely done, a great fuel and biobreak stop). Wife thought it one of the most beautiful flights we have taken - I though so too - 175KTS at 12ish GPH - engine purred the entire way...smooth as glass...CHT's in the high 2's and low 3's. What a pleasure to fly, this airplane. What a machine. Sigmets for icing along the route at 13K+ - can winter already be upon us?!? - Bob
  10. This weekend I will make note of these - starts are fine - just a problem with a hot engine at the end of flight - acts like vapor lock. - I will return with the numbers - thanks!
  11. OK - the 310HP conversion is done - prop is balanced and the governor hits exactly 2700. I am here to tell you that what y'all said about it is definitely true - a different airplane on the takeoff roll - pushes you back in the seat. Without much optimization, takeoff roll was reduced by at least a third, and initial climb performance is just as impressive. All in, I missed a chunk of great flying weather while it was in the shop - but it was worth it. FF is at 28.5 and CHT's are nice and reasonable. Only draw back is my idle stall has returned; it's not idling too low (700-ish), it is apparently too rich, given I need to lean it out when I taxi to get a smooth running engine. Something to adjust at the next oil change; I am based in a class C, so stalling can be awkward depending on field location. Thanks to all of you for your advice on this - I know it is going to be well worth it on the shorter, high DA (carrier) airports I sometimes use. - Bob
  12. The airport on Jekyll is great (09J) - no avgas, 3700', and instead of rental cars - they have street-legal red bug electric GEM carts - a short walk to the Jekyll Is Club Hotel in any event. Landing from the south puts the Hotel and Wharf (the rest. on the wharf is a great place to sit at sunset) off the right wing.
  13. I'm sure it it will go up like a rocket below 0 OAT! I did the top-prop conversion a while ago and that in and of itself was a huge improvement. When I did, they wouldn't give any trade-in value for my 2-blade MC. It's in the hangar, and I'm trying to think about what to do with it. It's in good shape (~1100 hrs), w/recent annual. Maybe a wall decoration? ;-)