Scottknoll

Not an expert, but I’m planning a trip to CSE4 Lachute. It’s listed as an AOE/CAN airport, so we are applying for Canpass private aircraft program. $40/person, good for 5 years. Opens more airports for entry, and from what I understand if an officer is not present at your designated ETA, you’re free to leave. CYHU looks like it’s an AOE/15 which I believe means you can arrive with up to 15 passengers. CYUL is AOE, but I don’t think you have to go there even if you aren’t a Canpass member. Canpass just opens up the AOE/CAN airports. I’ve also always found the Canpass folks to be more than helpful at answering questions. 1-888-CANPASS https://www.universalweather.com/blog/what-you-need-to-know-about-canpass-for-business-aviation-part-1-what-is-canpass/

Sorry to resurrect an old thread, but thought this might be the best place for this question. Ovation O2 knob assembly missing this nut. Parts manual does not list what size this is. Does anyone have any better information? The actuator does not stick out far enough for the set screw in the knob to grab on without the nut. I tried a 15/32 hex nut I had laying around just for sizing, but it was too big.

Oh, then maybe I misunderstood. I thought it was 5 years to replace qualifying servos for free via the service bulletin. Then 2 year warranty from original install or 6 months from servo replacement, whichever is greater.

We just had ours installed. Roll/Ptrim/YD all mod 1. Pitch servo is only one needing replacement. We had pitch oscillations at high speed. Cleaning/lubricating trim jackscrew appears to have fixed it. Smooth as glass now. We still have 21 months of warranty and 5 years to replace pitch servo with coverage under this SB. If we see no issues with our pitch servo, I plan to keep the old one as long as possible. Replacing now doesn’t change my warranty. If I can make it until at least the end of our 2 year new install warranty, we get a new 6 month warranty after exchange. Figure if I make it to the five year mark and swap it then, it’s like having a 5 1/2 year warranty.

Anyone have any feedback on the install process yet? We just received ours as well. There doesn’t seem to be much attached to the bulb mounting wise. Just a small black housing on the back with two wires coming out.

Second vote for Dave. Our Ovation is there for annual right now.

Must be serial number specific. I believe this AFM (3600) is for 29-0001 through 29-0199 except 0183. Mine is on for start. Looks like the AFMs for 0183 and 29-0200 and up all have the Alt Field off for start. I wonder what changed?

We just had to do this in ours, this fixed the constant callouts. I didn’t realize the gps callouts are MSL and the LiDAR callouts are AGL. So we disabled the gps callouts. Also, our avionics shop said that the wiring in the unit/pigtail is not shielded and this was causing feedback in the audio panel. The shop shortened the pigtail to reduce the amount of unshielded wire in the circuit and this helped, but did not totally eliminate the feedback. It was the data packets from the gps that were apparently causing the ticking sound in the audio panel. It’s tolerable now and only audible when the engine is not running. Even with these limitations, I would install it again. Completely worth the gear monitoring.

Does the GI275 have the ground and flight calibration option as well? It would be real nice to have the accuracy for both. I think the old panel gauges were only valid in the flight attitude, thus the wing sight gauges for partial refueling.

As far as I knew, the G500Txi only shows the hottest CHT/EGT unless you tap to cycle through them, even on the engine page. And you still can’t see all 6 values simultaneously. The G3X seems to display them all on the engine page, as seen above. I like to do the big mixture pull, then enrich and see all EGT numbers increase. JPI did display all values simultaneously, and it was what I was used to. Ultimately is was just a design choice, and only cost the price of a base GI275. Haven’t received the final product yet, so can’t comment on the Aithre CO detector. Picture is obviously a twin, from the Pilot Guide.

We are just finishing up a similar process (1998 Ovation 29-0135). Our panel looked the same as yours a few months ago. We added a mircrokit LHS (ties into GPS now), Aithre built in CO detector (provides history, not just alerting), Lemo plugs all around, headphone jack for Mountain High O2D2, CiES Fuel Senders. We also worked on defrost hoses, since it’s easily accessible. Ours looked like a molting snakeskin and the company that made them apparently doesn’t exist anymore. Yours look much better than ours did. Basically we tried to think of anything that would be easier to do or address now with the panel out. Read the manuals, there’s a lot in there. Pilot Guide, AFMS, and ICA (each has slightly different info). As I was reading, we actually came up with a few changes. One was possibly removing the rudder trim indicator and displaying it on the G500Txi, not sure about the G3X. We ended up keeping it because we wanted EIS on a GI275 (wanted to see all EGT/CHT numbers simultaneously). GI275 cannot display rudder trim indicator. There is a Garmin avionics trainer, but I think it’s just G500/G500Txi. It does have the GTN navigators though. It’s windows only, so I had to use parallels to run it. There’s also iPad apps for the GTN/G500. Not sure if there is an equivalent for the G3X. https://www8.garmin.com/support/download_details.jsp?id=12373

From Map page: Menu > Map Setup > Auto-zoom on/off (or you can set a minimum and maximum level for it to auto-zoom to).

I think you’re right about the 2° flaps. If true, and depending on who you believe, it almost killed an entire plane full of people: https://en.wikipedia.org/wiki/TWA_Flight_841_(1979)

My schematic shows a 7.5 ohm resistor, the Whelen halogen replacement bulbs appear to be 25 watts. 7.5 ohms (R) and 25 watts (VI), ohms law (calculator) shows it should be ~ 13.7 volts and 1.8 amps. Have no idea if this is correct or not, but I think I’ll need the 14v version.

These are apparently STC’d for some E’s, plus the F/J/K. I emailed them about the R and they said they are working with the FAA. Not sure what other models. Looks like it requires an indicator light to annunciate any failures. https://earthxbatteries.com/list-of-stcs/

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.

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.

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.

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.

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.

Page 7-23 in the fuel system description. Not in the checklist, but it’s in there.

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.

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]

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

Not sure if it helps, but I have a flap switch with a takeoff detent. 1998 Ovation 1 sn29-0135