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Scottknoll

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About Scottknoll

  • Birthday 07/10/1984

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    KPTW
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    M20R

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  1. I agree, if they were both on the LPV, then I think they both had the same minimums (which I think are 1SM unless the GAI altimeter was unavailable for some reason). LPV mins on this approach are the same for all categories. Good info on the Glide Path coupled for the Cheyenne and no GP coupling for the Mooney. That’s one more link in the chain if the AP wasn’t capable of coupling to the GP.
  2. Thanks Paul, very helpful. I had no idea there was a new design that would let fuel through in that manner. I was getting the 1 psi from the TCM M-0 manual posted above.
  3. I was curious why Mooney and Continental have different hot start procedures. Both call for mixture cutoff (makes sense). But Mooney says Throttle full, and Continental says idle. Then boost pump on (low 15 seconds or high 5 seconds). I knew it was supposed to just circulate fuel, but I was still nervous about flooding. So one day I decided to check. Wasn’t flying that day, but set up and ran the pump both ways (mixture cutoff and throttle full vs idle). That’s when I discovered the difference. Low boost started dripping in 8-10 seconds with full throttle vs 20 seconds with idle throttle. I know I want to pump enough to return vapor to the tanks and fill the lines with cool fuel. That’s why I settled on Continentals procedure (Throttle Idle), and only 10 seconds of pump time. The fuel was coming out of the sniffle valve. Just curious if any other Ovations act like this. But you’re right, no one would know unless you ran the pump long enough and got back out before starting for some reason. In my case, everything else engine wise works as expected and the fuel system was set up my a well known NJ MSC, so I do have faith that it is correct. I’m not sure what the pump output pressures normally are, but it seems like more than 1.0 psi is reaching the fuel manifold valve. Step 5 does say to allow the fuel to drain from the cylinder drains so it sounds like this is normal.
  4. Interestingly, when I follow the Mooney hot start procedure (Full throttle, mixture cutoff, boost pump on then off) I get fuel departing the engine compartment after 8-10 seconds of low boost pump. Continental says Mixture cutoff and Throttle IDLE and boost pump per AFM. In this condition, it takes a little longer (20 seconds). But I still get fuel under the engine. Continental manual says the fuel manifold valve positively stops fuel under 1.0 psi. I must be getting over 1.0 psi even with the boost pump on and throttle idle / mixture cutoff. Not sure if this is normal in the Ovation set up or not. I’ve found that I can complete the hot start procedure per Continental’s guidance and just limit the boost pump to about 10 seconds to prevent fuel puddling.
  5. I’ve been called an evil CFI in the past. Even the AFM leaves a lot to be desired. Sometimes the Mx Manual helps, but not always.
  6. Page 7-23 in the fuel system description. Not in the checklist, but it’s in there.
  7. Agreed, the moment your governor can no longer maintain selected RPM, moving the Blue knob forward has no effect on current propeller blade angle. You’re already at the low pitch stop, it can’t reduce prop blade angle any further.
  8. I believe the Electric Trim would be inop if you follow the SB. I talked to our Garmin Dealer yesterday. He had not even heard of the SB yet, sounds like Garmin didn’t give them any heads up this was coming. Not required for pt91 obviously. Perfect timing, in the middle of replacing the KFC150. Should have the airplane back soon, probably without a fix for this issue… [emoji58]
  9. Yes, the way I read the TCDS for the J, it states under “required equipment” 601 a+b or c. So I think you need a and b. Or optionally, just c: a: Gear warning indicator, Mallory, SC 628P b: Stall warning indicator, Mallory, SC 628 or c: Stall/Gear Warning indicator, IAI, 950D-0309-000
  10. Interesting. Looks like you still need the FAA to approve the part? Has anyone done this? Do you just take the part to a DER and ask if you can use it? Or can an A&P determine the part is as good or better than the original? It looks like one requirement is the failure of the part cannot interfere with the aircraft continuing safe flight. I’d agree that a failed defrost motor meets that requirement.
  11. Not sure if it helps, but I have a flap switch with a takeoff detent. 1998 Ovation 1 sn29-0135
  12. 5.12.5 of the ICA specifies the rundown time of the battery for airworthiness. I know part 91 need not comply. But for an additional data point, it requires 60 min rundown time for aircraft operated above FL250 and 30 min for aircraft operated at or below FL250. It does not specify a temperature to conduct the test at. So you could be in compliance with just a 30 min rundown at normal temps... FL250 @ 1000FPM gives you 5 min to spare to sea level. Scary stuff. I also imagine the unit generates some sort of heat that may keep the battery above cockpit temperature, but that’s just a wild guess.
  13. I have an order in for these. Looks like I have a 7.5 ohm resistor in the recog light circuit based on the wiring diagram for 29-0131 through 29-0143. It looks to be two separate circuits. One for the left and one for the right, both energized via the recog light switch. Each side shows the 7.5 ohm resistor. I’m assuming that means it’ll measure 14v, but I’m not exactly sure how that math works. Interesting to hear that some have it and some don’t. I’d think it would be simple and legal to add as well, but I’m just a pilot.
  14. A few days ago, I was studying the electrical schematic to try to understand this. The AFM leaves a lot to be desired as to how this works. Someone please correct me if this is incorrect. My understanding in our Ovation is that under normal conditions the entire electrical system is powered by the main alternator or the selected battery (1 or 2 via the Batt Switch through the 70A Batt CB), usually both together. The 20A Bat SBY CB has no connection to the Battery in normal ops. In the case of a main alternator failure, activating the EMERG BUS switch enables the SBY Alt and connects the battery to the 20A SBY BUS BAT CB. Nothing is de-powered at this point. In this state, the battery has two connections to the bus. One via the 70A main CB, and one to the limited set of items via the 20A CB. There is a diode between the two buses. The 70A Battery CB and main alternator can power the entire system, but the 20A SBY BUS BAT CB and Standby Alternator can only send power to the items on the EMERG BUS. The diode separates the two. The B&C flight manual supplement then has you pull the 70A Bat CB (Load Shedding). At this point power can only flow to the EMERG bus items via the 20A SBY BUS BAT CB and the SBY ALT. Additionally, the SBY alternator sends power via the Emerg Alt Bus CB to the Pitot Heat, Ice Light, and TKS, if equipped. So it’s normally a single bus system, but can be split and power just one side of the “dual” bus system in emergency mode. This is just my understanding of the electrical schematic and may be flawed, possibly severely. I do enjoy trying to learn these systems though[emoji3]
  15. A little late, but hopefully this helps someone in the future. Found this while looking for something else. I had this issue and it turned out to be a loose cannon plug for the RPM indication. My analog RPM gauge was a little bouncy, and at times up to 3000. JPI was reading normal, and it was obviously an indication issue. But the with the Hobbs being tied to RPM, it showed a lot of extra flight time. Tightening up the cannon plug fixed the issue.
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