Scottknoll

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

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.

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.

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]

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.

Here’s the before and during. Hoping early December finish date. Full Garmin & LHS-200C

Semi-related question, I’ve always wondered why the elevator (Ovation) is slightly deflected upward in trimmed up cruise flight. You can see the horn pointed slightly down in this picture. I would have assumed it would be aligned with the horizontal stab. First time in icing, seeing that made me wonder about ice accumulation on the horn. Never saw any, just made me think about it.

Cheapest $129 in aviation, but don’t tell them that... If you like the data you have now, you’ll love the detailed knowledge @kortopates provides in the Engine Data Analysis Reports. The AI driven FEVA Reports are awesome too. And you periodically receive report cards that show you trends for all of your data (%Pwr, Max/Avg CHT, etc) and how you’re doing vs other similar types. I send them my borescope photos for an expert opinion as well. Now if only I could take some better photos… [emoji848]

I use the foreflight expected route feature. Shortly after you file, it gives you the option of using your filed or expected route. I switch to expected, then after I have my official clearance, send that to the panel via flight stream. I was flying PTW-K09 a few weeks ago, 201nm. My expected route sent me over BUF and doubled the distance to 409nm. I thought, “no way ATC would do that to me.” Sure enough it took me a couple “unable that route due to fuel”plus about 5 min of back and forth with Allentown approach to get them to fix it. The expected route in foreflight seems to be whatever the ATC computer spits out to the controller, so IMHO it’s a good chance you’ll get that routing. But it’s obviously not a clearance until it’s a clearance. I’ve also heard foreflight and a few others are trying to come up with a system where you can actually get your clearance and IFR release from ATC through the app at any airport. We do it via datalink (PDC/CPDLC-DCL) all the time in other aircraft. PDC is available through foreflight (performance plus or business performance), no matter the aircraft type. But it’s only available at a limited number of airports. https://foreflight.com/support/pdc/ https://www.ainonline.com/aviation-news/business-aviation/2018-05-11/mitre-foreflight-test-mobile-ifr-clearance-delivery

It’s only in 91.513 that I can find. And that only applies to large or turbine powered. It’s not in the TCDS or AFM Kinds of Operations Equipment List. So I would agree that it’s not required. That being said, I was at an MSC for unrelated service and they threw mine out because it was underweight and also didn’t tell me… I immediately ordered this replacement. https://www.chiefaircraft.com/hln-c352ts.html It’s not cheap and has gone up in price since I bought it. Nobody produces halon now, so it’s all recycled halon placed into new extinguishers. I wanted a gauge so that I could know at all times it was ready to go. It fit nicely in the Ovation mounting location with a slight trim of the bracket. I’m not sure if all Mooney’s have the same mount. I studied a Bonanza fatal engine/cockpit fire, including seeing the aircraft in person. It scared the bejesus out of me. I’d agree that, depending on how much you want to push your IA, it would be prudent to ask what regulation he is referencing that requires you to replace that extinguisher. I’d be curious if there’s an obscure reg I am missing.

Powell Electronics finally answered. Sounds like they can get them. Thanks everyone!

Yes, I think I've seen post lights mentioned in the manual for different serial numbers. So that's an option I'm considering as well.

Good Morning Mooneyspace, I'm a little stuck in my attempt to replace a lower console light lens for our Ovation. I've searched high and low, called distributors and the manufacturer (Sloan LED) to no avail. Manufacturer not returning calls and distributors have no supply. Attached is the wiring diagram showing part number SLOAN 855-SE-W or 855-SE-C. Based on this Data Sheet from Sloan, it may have changed part numbers. If I'm reading the sheet right, it would be an 855-S-SE-(SOME NUMBER)-"WTL" or "CTP"-327 now. The lens I am looking for is the "SE" style lens. Any ideas are appreciated! Part in question is circled in the attached picture. Left circle is the part installed, right is with the part removed.

We’ve done a lot of upgrades since purchasing our Ovation. This is one of the one’s I am 100% sure I made the correct decision on. We removed an older set of LEDs to put these in, and we never looked back (Aero-LEDs I believe). They light up the runway as well as the Falcon I fly for work. Gallagher is an ace to work with. Already have my deposit in for the recognition lights. Can’t wait to throw the old ones in the trash!!

Thanks. It’s a different part number, but I sent the ebay listing to him.

I have a friend with an aircraft in the avionics shop (Garmin Dealer) for some other work. The shop has a base model GI275 that he decided to possibly install at the last minute as a primary engine monitor. The trouble is they cannot source a GEA24 for the install. Looking for anyone that has a lead on one he can get fairly soon as the airplane is in the shop and opened up now. He is specifically looking for part number 010-01042-11. He has been calling around to other shops with no luck, and we all know how far behind Garmin is right now. Any help is appreciated.

Thanks guys. That all makes sense. I tried turning EFIS (Aspen) switch on after start and leaving the radio master off (To keep KFC150 off). Waited until Aspen was fully aligned, then turned the KFC150 on. That worked much better. The light will actually go out prior to pressing the KFC150 self test. I think the problem was just powering everything up at the same time. Makes sense that the autopilot should not engage with the light on. I’m not 100% sure that is what it was doing. I was focused on resetting breakers. Now that I’ve nailed down the required power up sequence, I’ll try a few scenarios engaging the autopilot before the light goes out. We bought the airplane equipped this way, and have been thinking about a G500Txi/GI275/GFC500. Maybe I’m looking for reasons to pull the trigger [emoji4]

Thanks. Will try that today. I figured it must be something in the startup sequence, since it is resettable by pulling CBs. The autopilot does pass the self-test, and will actually engage and track heading bug on the ground. But the AP AHRS FAIL light remains illuminated, and no flight director is displayed. I didn't think the autopilot would engage with the AP AHRS Fail light illuminated.