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Scottknoll

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About Scottknoll

  • Rank
    Junior Member
  • Birthday 07/10/1984

Profile Information

  • Location
    KPTW
  • Reg #
    N44PZ
  • Model
    M20R

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  1. I have a placard listed in the limitations section showing 170 pounds on each rear seat back. Page 2-12. Although I believe this limitation is when the seats are set up for cargo, with seat backs folded down.
  2. I’m told fashioning a pipe to go under and around the standpipe to let the air escape speeds up the process. I have not tried this, YMMV. There is also a drawing & AFM supplement available from Mooney to put an official hole in the top of the standpipe, also to allow air to escape, legally. IIRC, it’s 51 gallons per side. AFM Supplement is available on the Mooney website for more info.
  3. That makes perfect sense, I missed the fact that it was part of a sub-item in the limitations section. Was just reading it as a straight limitation. For the M20M through M20V, looks like page 6 & 7. Item 10g applies to alternators. At some point I’ll learn to pay attention to the details. As always, thanks for the quick answer!
  4. My Ovation FIKI TKS AFMS limitations section requires dual alternators. I agree with the logic discussed so far. I just can’t imagine I can’t fly day vfr just like a non-fiki aircraft if my standby alternator is inop. But I don’t see a clearly legal path to do so. Btw, the airplane was delivered from the factory like this. The AFM Kinds of Operation Equipment List shows 1 alternator required, and the requirement for the second alternator is listed in the limitations of the TKS AFM supplement.
  5. Yes, we just got ours done a few months ago. It’s about a 20amu adventure, and worth every penny. Cold and light, I’m off the ground in ~800’ and climbing at 1700FPM 120-130knots. Heavy is about 75% of that. We’ll see how the summer goes, but I’d imagine it’ll be good there too. Makes the “impossible turn” a little more possible. You do lose 7% glide. I can share AFM supplements. PM me you’re email if you’re interested. Plenty of threads here regarding the upgrade. I’ve read them all [emoji23] ~15amu for new top prop w/tks kit ~5amu to Mooney for a piece of paper [emoji849] You’ll also need
  6. I used E&E aviation. Maxwell had seen the plane a few months ago and had a good report as well, otherwise I would have used them. I never met Raymond at E&E, but he gave good, honest feedback. E&E’s website states that they are a “mobile aircraft services company”. So maybe they would come to the airplane. I think Maxwell is about an hour in a Mooney from Houston. Some good ideas here too. https://mooneyspace.com/topic/31299-mooney-a-and-p-in-houston-texas/
  7. Removed for LED conversion, tested working prior to removal. Two different power supplies available. Model: HDACF Part Number: 01-0770028-05 Installed new in March, 2018 $400 ($819 new from aircraft spruce) Model: HTS-CF Part Number: 01-0770329-01 Original from Mooney, removed from 1997 Ovation. $300 ($776 new from aircraft spruce)
  8. Funny you mention that. Just heard from the MSC, and they are pretty positive that’s how it happened. They said a run up with the top cowl removed will allow lower cowl to ride up. We are going to have it repaired, and monitor for further contact.
  9. Perfect, thanks! The MSC that put the prop on just got back to me and that is the plan. They said the Hartzell TKS ring doesn’t leave much room.
  10. We had a new prop installed (Hartzell Top Prop w/TKS). The lower cowl is rubbing the TKS slinger ring/hardware. I’ve read about cowl bumpers in other threads (J model) that are attached to the engine mount to keep air loads from pushing lower cowl up. The M20R IPC does not show these bumpers from what I can find. Prop isn’t exactly centered on the cowl, but I understand that’s normal for Ovations (maybe 1/4”). I’ve read the engine sag threads. On the ground, all hardware & the slinger ring has equal clearance from the cowl opening. So something must be changing in flight to cause contact.
  11. Just got a set of these (Orion 500 & 650E). Install was simple, only new wire was sync. Took all of 30 min to run that wire. This is a still shot of the strobes at max intensity. There are no other lights on in the hangar, dark night. These are really bright. Old strobe boxes were about 4 pounds combined. Order from Gallagher [mention]OSUAV8TER [/mention] He actually caught a mistake I made on my order and fixed/shipped the same day.
  12. 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
  13. 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.
  14. 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
  15. 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.
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