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Scottknoll

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About Scottknoll

  • Rank
    Member
  • Birthday 07/10/1984

Profile Information

  • Location
    KPTW
  • Reg #
    N44PZ
  • Model
    M20R

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202 profile views
  1. I use planelogix. It's significantly cheaper ($130/year), first 100 entries are free. Although, I think you can pay them to transcribe your logbooks. My main reason was having an organized electronic backup. Scans are very organized and searchable. That helps when you want to see history of a part. I can enter "trim servo", and see every entry that mentions those words. As long as I enter current times, it tracks all due items that I set up. Not much on the Ovation though. It does take a lot of manual setup, choosing which ADs apply per serial number (engine/prop/airframe/appliances). So
  2. Thanks for the great explanation! As a bonus, my AFM supplement has now been updated to revision H. It seems the previous owner was still on revision B... now to check the rest of the AFM! TCDS Note 24 says exactly what you would expect, remove all systems using vacuum pumps and you can remove said vacuum pumps. The depth of knowledge here is amazing! It would have taken much longer to solve this on my own.
  3. While we’re discussing the AFM supplement, I discovered two more interesting items and I’m wondering if MS & [mention]CAV Ice [/mention] can provide some insight. Limitation # 1 states that the Aft CG is now 49.5 for all weights, as opposed to 51 (M20R - Ovation). I don’t think I could get that far aft if I tried! [emoji23] I can’t figure out the reason for this. My understanding is that with ice we don’t want the tail to work as hard (downforce). I believe an aft CG would require less tail down force. Limitation # 9h says that dual vacuum pumps are required for FIKI operations. This c
  4. Thanks kortopates. From what I could research, it looked like the fuel setup for stock 280HP is based on the IO550G numbers and after converting to 310HP, it will be based on the IO550N numbers. So significant FF increase for t/o power. Just curious what each one (280 vs 310) should be, we have not flown with the upgrade just yet. The manual excerpt I found is all in PSI. Yes, number 5 is the hottest, totally understand why, and have seen pictures of the pixie hole.
  5. We are having the 310HP upgrade done as we speak. It was one of the first things we decided to do after purchase. We needed to climb at 120 and 700fpm to keep cylinder temps down. The MSC doing says it will be a whole new airplane. Big seat of your pants difference. What takeoff fuel flow does everyone see (both the 280 & 310HP drivers)? We were 23-24GPH with the stock IO550G (280HP).
  6. I do believe the 900/930 has “pre-alarms” that are adjustable. So essentially you can set an additional alarm that is more conservative than the factory limits (ie. 380° CHT) but not less (2701 RPM will always alarm). Pre-alarms appear to essentially be amber caution alerts and the factory limits appear as red warning alerts. https://www.jpinstruments.com/FAQCategory/primary-instrument-alarms/
  7. Would this work with a JPI830 and Shadin Mini-Flo as well? We purchased an Ovation in April and it would be real nice to be able to record fuel flow. It displays on the Shadin, but does not display or record on the JPI830. PS, highly recommend the APS course. Took the online version, and would love to get to an in person at some point. Scott
  8. I had the cap come off my PTT button. It was not fun to talk on the radio... I believe this was the cap used to replace it and might be the same for the CWS. https://www.mouser.com/ProductDetail/Electroswitch/SW53AA2?qs=5muX3C0yOnj5E%2FJxlK6wTg%3D%3D
  9. Are “all” annunciator lights supposed to dim? I think in mine, only the gear down dims. I don’t understand why it wouldn’t be all annunciator light.
  10. In our Ovation the gear down annunciator dims so much that during the day, it looks like it’s out. I was in the pattern and thought I didn’t have the gear down annunciator until I realized the nav lights were on [emoji849]. Turned them off and I could see the gear down annunciator again. I think it’s normal, at least in ours.
  11. Thanks for clarifying, just wanted to make sure the 7498 prop would still allow our 280HP Ovation IO550G to be converted to 310HP with the T20 governor and fuel system change.
  12. This STC shows the Hartzell 7693 prop, is there a different STC for the Hartzell 7498 Prop to make the change to 310HP? Hartzell’s sales brochure says the 7498 can be put on an IO550G or an IO550G-AP as modified by STC SE2930AT (Different 310HP STC, also from Mooney, but with no mention of prop). Looking at different props and don’t want to end up with one we can’t do the second STC to (310HP).
  13. Steve W, what were the symptoms when you had this happen? I used the Red disconnect switch the other day, and lost ability for electric trim and autopilot. It happened immediately after using the red button, so I'm assuming I may have the same issue you had. Thanks, Scott
  14. Here’s a log entry from the previous owner of my Ovation when they had a similar issue. Hopefully it helps, ended up being chafed wire as well. Wire was from annunciator panel to CB. TROUBLESHOOTED LANDING GEAR 1 AMP CIRCUIT BREAKER POPPING, JACKED AIRCRAFT, REMOVED INSTRUMENT PANEL AVIONICS, INSPECTED FOR CAUSE OF CIRCUIT BREAKER PROBLEM, REMOVED BELLY PANEL, TESTED SOLENOIDS AND ALL WIRES, COULD NOT FIND PROBLEM, PERFORMED SEVERAL GEAR RETRACTION TEST WITH THE AIRCRAFT SIMILATION OF FLIGHT, ALL SYSTEMS WORKED NORMAL ON JACKS, TEST FLEW AIRCRAFT ALL SYSTEMS OFF, CIRCUIT BREAKER POPS IN FLIG
  15. That helped immensely, thank you! Now I just need to track down some new housings. GE 400 seems to be the bulb type. Sent from my iPhone using Tapatalk
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