Graf_Aviator

I do have an STEC 55x in my 2006 Ovation 2GX The AP was porpoising like crazy when I had more weight in the back with more backward CG. At that time I was flying full down trim in cruise and there was no room left for the STEC to really adjust properly. Like I said before now my trim is in the middle again as its supposed to be and the AP is doing a good job again. It’s easy to try out. Let us know what you were able to accomplish. Graf Sent from my iPhone using Tapatalk

Same as it was with my plane. Just bend the trailing end of the control surface upwards a little bit. I used two screw clamps and some pieces of wood to not damage the trailing end of the control surface. Also I used a digital protractor. In my case it was something like 4 degrees, afterwards it was perfectly flat in level flight. Basically your plane is aiming upwards the entire time and the trim is counteracting this with a downward pitch. And since the Mooney moves the entire end of the tail cone up and down for trim your control surface is not straight. Happy to talk to you about this in detail. If you want you can PM me your number. Graf Sent from my iPhone using Tapatalk

This is how it looked like during level flight. If you zoom in you see the weights at the front “hanging” down, control surface was up. Now it is perfectly straight. Sent from my iPhone using Tapatalk

Hi! How is your elevator trim setting in cruise flight? I am asking because I had a similar problem. It was caused by an improperly rigged elevator. In level flight the rudder was actually pitching up so the trim had to compensate with a lot of down pitch. The trim gauge in the G1000 MFD was almost full down in level flight . It is solved now, no more porpoising with my Stec55x. Trim is in the middle - And it’s faster too. Graf Sent from my iPhone using Tapatalk

@EarthX Inc Could you please share some insight on this ? Thank you Sent from my iPhone using Tapatalk

I would be interested to know how the EarthX battery is actually behaving during the charging process. What happens exactly when the battery is empty or close to empty ? Will the BMS limit the amount of amps which go to the battery for charging ? My understanding is, that an empty or close to empty LiPo or LiFe battery is pulling as many amps as it can get when it is charging back up from a well depleted state. So what happens when there is no limit ? Will the alternator run at full output for an extended time, possibly overheat and burn out ? I am not sure if our stone age alternators are designed to handle the demands of these new batteries... a burnt out alternator will be quite a few AMUs to replace or fix.... An AGM or wet cell battery also does pull a lot of amps when it is close to being depleted, but only for a very short time, then the drawn amps will get back down and so does the load level of the alternator. Thanks, Graf

My Ovation spits out oil via the crankcase breather tube when I pour it too fast. So now I give the oil a little time to flow down, I no more put the bottles into the oil filler neck top down. Problem solved. Also with the IO550 it takes time for all the oil to get down into the oil pan after running the engine. My plane sometimes needs almost 2 days till everything is back in the pan and the dipstick shows the right amount of oil. When I refill before that, my engine just blows out anything above 6 quarts and I have it on the belly of the plane. So maybe just give it some time ? Cheers TC Sent from my iPhone using Tapatalk

Thanks for clarifying! Was not aware of that! However, that is quite scary actually… Sent from my iPhone using Tapatalk

With the emergency release you can still open a locked cargo door from the inside… Sent from my iPhone using Tapatalk

Dan, could you please share a picture of this trickle charger breaker? Would love to find it but did not see it in my 06 Ovation 2GX. Thanks Sent from my iPhone using Tapatalk

Thanks all for the great feedback ! Mooneyspace is awesome !! I have looked further into the matter taking all of the recommendations into account and I will move forward with Sheppard. @Brandt I have subscribed to the Flying like the Pros YT channel. Looks awesome. Thanks for pointing that out ! Happy landings, Graf

Just recently got my EASA instrument rating, yeah. Have my FAA license based on my EASA PPL, now I need to do the FAA theoretical exam in the US to legally be able to fly my N-reg Ovation outside my home country. Any recommendation for an Instrument rating prep software I should/could use ? Heard of GLEIM or ASA, found some info on the web about DAUNTLESS and SHEPPARD but obviously have no clue which vendor I should use. Any experience or recommendation ? Thanks Graf

Chris, I really like your videos and I have subscribed already to your channel on YT quite some time ago. Very informative [emoji106] Thank you for taking the time to create all these great Mooney videos… Sent from my iPhone using Tapatalk

Hi ! I have sourced a company now that will renew the muffler for me. It is Acorn Welding in Alberta, Canada. I actually did get an alarm from my CO monitor, the highest I have seen was around 70ppm. Quite happy that I had invested in the CO monitor on the first day I owned the Mooney and I don't have to rely on a stupid paper card... The muffler now has been used about 1400 hours since it was installed in the factory in 2006. Not sure if that is a good service time or not - what is your experience ? Best regards, Graf

Niko, I had high levels of CO displayed on my CO monitor, mostly during take-off and landing. I suppose this was due to the fact that I fly LOP most of the time... hence no CO to be measured during cruise. However there was a constant flow of fumes entering the cockpit. After landing I smelled like a BBQ pit.... I will replace the muffler and have the shop re-seal the cabin as much as possible.