FlyingScot

Just a fun topic – I’m always looking to add additional capability or features to my ovation. Is there anything that you have added or modified that you are particularly happy with that you feel has added value to your airplane or enjoyment when you use it? These could be upgrades to existing systems or additions. I wasn’t really thinking about things like the 310 hp STC or replacing all the lights with LED bulbs - what I was really trying to capture with the question are the smaller or maybe non-required things that increase your delight with your airplane. An example might be a landing height system or a Surefly, or some panel gadget that wasn’t much on the surface, but that in practice you get particular enjoyment from. This may be a dumb question, but I really love my ovation and the way it flies and I’m always looking for ways small and large to improve it. Cheers -

https://www.faa.gov/regulations_policies/orders_notices/index.cfm/go/document.information/documentID/1043524?fbclid=IwY2xjawIYX4pleHRuA2FlbQIxMAABHQ_Iqqb6RaySAdjV5pmRG4kmcyIu_3xhYpCYTLAPjY236V-GlqoQMclKzg_aem_fyq_tugr4tCCbe957xic9w

Just curious, really. I have both datasets on Foreflight, and I do find it useful sometimes to switch between the two different versions of an approach plate. I was wondering if the same was possible with the Nav system if both databases were loaded.

A different but tangential question regarding databases - If you have both Jepp and Garmin current avionics NAV database subscriptions, can you load both current databases into your navigator (e.g. a GTN750Xi) and then (somehow?) select between them, or can you only load/use one of these at a time? Or is it possible to switch between versions of, say, approach plates like you can in Foreflight? Thanks in advance!

The only caveat is that you may wish to not become dependent on SB to manage consistently some portion of the flight, because their use is not advised during icing because of the risk of icing-induced failure-to-retract or of asymmetric retraction. It is tempting to use them to manage airspeed during critical phases as a matter of course, but these are often the same times (e.g. FAF to GS decent during approach through a layer of weather in fall/winter) that you are most likely to encounter these conditions, and I never wanted to build a dependency on SB in how I "normally" structure my approaches. (Otherwise, I do use them to stabilize an approach on occasion, and very often to keep from breaking the sound barrier on one of those ATC induced slam dunk decents from cruise.) But others may feel differently.

After @kortopates raised this with me at my last PPP, I always lock it and I added it to the checklist. I know it is supposed to be an emergency exit, but I can’t find - and I did do some searching – any Mooney accident report where it was reported that it was used in this way. But I did find several that referenced the door opening in flight.

Representative numbers at two power settings for 310 HP 2000 O2 w/TKS: 15000’ WOT 2500 176 TAS 16.5 gph 59% 15000’ WOT 2400 170 TAS 13.9 gph 56%

My experience exactly - and I do have a mask, although I hate wearing it so I rarely go above 18 (which would be the case in a Bravo as well ). The O is an amazing cross country machine and the speed+burn performance at mid-altitudes is phenomenal.

FYI - Lasar is now taking deposits on no-back spring kits. They are currently quoting a 32 week lead-time, the clock for which starts after they receive 45 deposits. https://lasar.com/hardware-springs/eaton-no-back-clutch-spring-50-deposit

Updated!

Paired with a 750/650 and a gfc-500 these are amazing in the soup.

Butting in...going on 3 years. Love them.

It is in my book! I haven’t been there for a few years, but they used to make great fresh cut to order fries in a diner setting with malt vinegar -or- ketchup.

See you there - and at Al's French Frys! Safe travels all -

These things are great - I use them in plane, jeep, and motorcycles. The only drawback is you can't shut them off like a traditional extinguisher, and they discharge for 50 seconds. In flight, I guess you could point them out the pilot's window ;-). I don't know if the FAA would consider these a legitimate replacement, either. So, I kept my traditional extinguisher in the cabin as well, and I expect these would be best for ground fires.

2700 Takeoff 2550 in climb 2500 at altitude and 2400 at low altitude.

Same here - usually fly WOT, 10-12K, 10-20 LOP, yielding around 176-180 kts, 13.5-14.5 gph dep on conditions. Flaming dragon mode is 16-17 gph = 180-185kts (usually reserve this for lower or stiff headwinds when I need the time). Mine loves LOP - with GAMIs I can even run it much leaner than this without issues.

Missed the thread - thanks! Good News all around.

FYI - Garmin recently released a software update for the 650 and 750 Xi to permit a wider range of (read negative) squelch threshold values (as accessible in Setup). Since upgrading to the Xi units from the earlier version (several years ago), I have had trouble with the squelch breaking a low reception signal levels - often I ended up flying with the squelch disabled to ensure I would not miss center. I have both a 650Xi and a 750Xi installed and they exhibited the same behavior. Salvation is at Hand! There is now a software fix for this (as of last month) and it worked for me. https://support.garmin.com/en-US/?faq=Zm4qxZqwIG00gPwgNhgDW8 Updated GTN XI main software to Software Version 20.42: Increased the range of the COM Carrier Squelch setting in Configuration Mode to resolve weak COM reception issues experienced in some installations (Requires COM Software Version 2.11) NOTE Negative COM carrier squelch settings require Main Software Version 20.42 and later and COM Software Version 2.11 and later. The COM carrier squelch setting must be set between 0 and 100 before installing older software versions. https://atlaske-content.garmin.com/filestorage//email/outbound/attachments/24045A_ASDN_Time1716998196333.pdf Cheers - Bob

Enjoy! I continue to use them and haven’t had an issue - hope they work for you as well.

Made the pilgrimage today.

This is how I fly my 310 O2 as well. 2550 is what I climb at, but I will dial it back to 2500 in cruise, although not required. I guess I like round numbers. WOT from takeoff to approach, unless cruising low and slow. If I am at low altitudes (below 6K’ so) I often use 2400 - it’s quieter and if I’m there I’m usually on a short leg anyway. Plane loves 10-12K’. Always LOP unless the headwinds are bad and I want/need to keep the GS up. Fuel consumption is _much_ higher in that case. Keep in mind, with the 310 STC, the extra horsepower comes with the extra 200 RPM (2500 max vs 2700). Its real utility is at takeoff — and there is a huge difference there. Below 2500 the data in the POH is the same in both configurations -

Ahhhh...

A beautiful design - what was the inspiration for the bolstering?

Absolutely Beautiful! what color is the seat leather, Horizon?