Scottknoll

I did some rough math for the Ovation a few years ago. ~90KIAS = 1.5nm/min (no wind) 10,000’ = 18nm glide (from engine out glide chart). 18nm divided by 1.5nm = 12 min glide. 10,000’ / 12 min = 833’/min Then I went out and flew 90 knots with gear/flaps/speedbrakes out. Reduced power until I got roughly 800-900’/min descent. Used % power from the Garmin. I think I came up with about 35% power, hopefully kinder on the engine than full idle. This makes me feel like I’m being gentler on the engine. So for engine out practice I put everything out and set 35% power. Keeps the power up but gives me the same glide. I “simulate” putting the gear down and flaps out by reducing power further when necessary. Might not be the best training reinforcement, since I’m not doing it how I would in a real emergency. But I feel better doing this on a regular basis. Then again training aircraft routinely go to TBO because they’re flown often and nobody babies those engines [emoji2369]

Count me in as well. I’ve read about the bonanza workshops and would love to attend a Mooney maintenance workshop.

It was $370 plus ~$25 shipping a year ago. I think the ICA calls for it to be changed every 2 years.

I did this with my A&P last year. If I recall properly, there is a spring inside and when you loosen that single bolt in the center on the top the entire canister separates from the top cap. That bolt goes all the way to the bottom of the canister can screws in at the bottom. It wasn’t hard, but getting a socket/wrench on there was a bit of a pain. Was worth changing, mine was a bit browned. No record of any previous owner changing it. Just be careful of the spring to make sure it goes back together the same way with new o-rings. My filter came from cav with new o-rings.

I was showing 3-4amps in cruise, and it turned out the EIS was programmed incorrectly. If I recall they have to program the shunt information into the EIS and the Ovation didn’t fit the standard Garmin settings. I happened to put a clamp-on ammeter on my battery cable to check something unrelated. The clamp-on was reading double the EIS. Quick setting change in the GI-275 and it was reading properly. It usually settles down to 1amp in cruise now.

Just bought the 2.5 gallon bottles from Boeing. Less than $18/gallon, but you have to get an account with them and had to pick it up at the local warehouse. The shipping can be expensive.

AirSync says it can do that. I looked into it, but never did sign up. About 1AMU of equipment and $500/year, but it does claim to automatically send the data to Savvy among other products. https://www.air-sync.com/airsync-bridge-kit/

I grin every time too. An amazing machine! Sent from my iPhone using Tapatalk

Looking for help identifying the washer on our gascolator. Airight 51250. It’s not detailed in the Ovation IPC, and lasar could not find it either. I know they have the gasket kit, but the washer isn’t called out in that. My IA would like to replace as a it’s a little worse for wear (wallowed out hole and dinged up), it’s a pretty thin washer. It is located between the nut that holds the gascolator on. I can’t seem to locate a contact for Airight either.

Took mine to @jetdriven Some pictures below. Bottom of spinner was flush with cowl. After, the top of the spinner was flush with the cowl. Told to go fly it and check again. It’s been perfectly centered for the last 2 years. I think he checked engine mount stacking and torqued. Not sure if the mounts were incorrectly stacked or not. But it should be centered, the spinner/cowl gap is very small.

The CMM specifies the minimum power and load requirements based on your Ah rating. What I used may not work for everyone. Most dc power supplies that I found were 30v. For a 28v battery, Concorde says the conditioning charge could go as high as 34v. So I found this 50v power supply. Load tester is 500v 15A and met what I needed but may not work well for 12v batteries with higher Ah ratings. They have a 150v 40A version too. ET5411A+ Electronic Load Tester... https://www.amazon.com/dp/B0C9LY63FZ?ref=ppx_pop_mob_ap_share HYELEC DC Power Supply,50V 6A... https://www.amazon.com/dp/B09XTWKVLD?ref=ppx_pop_mob_ap_share

Exactly. The CMM defines what the load needs to be and for how many minutes. 51 min (85%) is a good cap check. In our case with a 13.6Ah battery, we applied a 13.6A load until the battery reaches the rated end point voltage (20v for the RG24-15). If your dc load can’t do tenths, you can follow the guidance in Concorde Tech Bulletin 13. It gives time adjustments (49 minutes = 85%) if you run the test at 14A in our example. But don’t just double the load for half the time. The documentation is very good and easy to follow. Equipment to test is not very expensive unless you want the automated testing equipment from Concorde.

Just some feedback from following the Concorde CMM procedure. Batteries both failed capacity check. 85% is the minimum and we had 66% and 3%. Conditioning charge per the CMM resulted in a 102% and 88% capacity check. Reached out to Concorde, they said no impact to battery life if the capacity check and conditioning charge are followed as defined in the CMM. Used a DC load and DC power supply from Amazon ($280). Would have gladly replaced if unairworthy, but happy to put off buying two $850 batteries.

I’m just doing this myself as well. I’m having difficulty finding RG24-15 batteries. Hoping to save one that barely failed. I am using this dc power supply: HYELEC DC Power Supply,50V 6A 150W Switching Regulated Bench Power Supply https://a.co/d/5i0d3DV Concorde Manual specifies power supply and load requirements based on battery size.

Oops. Well then I am interested in any information on these too. Just replaced the $85 halogen beacon instead of converting to the $1500 Whelen LED beacon. Those are the last 3 non-LEDs we have.