William Munney

I did see and ordered a thin funnel from amazon today. How far down the oil filler tube is the entrance to the breather tube??

After the oil change I can confirm that for the IO550 installation in the Ovation the “ice hole” is way too far up the breather tube to make it possible or safe to use the breather tube method with this unit. You are all correct going down through the oil filler tube. How far down that tube is the breather tube entrance?? Or, how far down the oil filler tube do I have to insert the plastic tube from the dehumidifier unit??.

Thanks for getting back to me. I have an oil change on Friday so i will locate the hole and mark the supply tube. I looked at the Drybot and Black Max and both required sending the entire unit back to the manufacturer every few years plus replacement parts. And, the Drybot was 3-4 times more expensive. I did buy the extra canister of desiccant. In the summer (humidity) the canister should last 3-4 months. In the Winter….you might get 7 months out of it. Might have to bake the beads once or twice a year. I just ordered a humidity probe. I’ll place it in the exhaust a ways up there and that should tell me a lot about what’s going on inside the engine. Overall, seems like a small investment for an expensive engine. Most of the data says the engines are not wearing out before they are rusting out. The engine in my airplane at the time of purchase was rusted internally from flying 30 hours in 6 years. I ordered a factory new IO-550 the same day i bought it. Trying to keep it in good shape with regular flying and now this de-humidifier.

Hello all: Installed an Engine Saver engine dehumidifier on my Ovation. It works by pumping dry air at low PSI through the breather tube, through the crankcase and cylinders and out the exhaust valve(s) through the exhaust. The tube from the machine goes into the breather tube and has rubber gaskets attached to it to prevent air from coming back out the breather tube. This only works if the gaskets are above the ice hole in the breather tube. Otherwise i am pumping dry air out the Ice Hole. The tube seems navigable with the hose/ gaskets for about 8” or so and then runs into a bend or obstruction that prevents further insertion. I am asking so I don’t have to de-cowl the airplane…..which i will do if I have to but I am looking for the short answer if anyone has it. The Engine saver is supposed to lower internal engine humidity to 5% or lower and it’s super simple to use so i would like to keep it. But, I can only do that if I am above the ice hole with the dry air tube/ gaskets.

The 310 HP conversion is a large waste of Mooney in my opinion. You need the engine, the prop, and the STC. It’s the largest amount of money for 30HP I have ever seen anywhere. You get some runway and climb performance but no cruise speed increase. If you absolutely need the short runway TO performance, then I guess you do. My 280 HP 96’ gets off the runway and climbs just fine. The 280 HP also has the added benefit of allowing you to takeoff, climb and cruise from 9000-service ceiling without touching the throttle or the prop. The Continental IO-550 is severely under-stressed at 280 HP which also makes me happy. Now, I’m not saying that people who have it don’t like it or can’t point to some numbers showing how 30 HP increases performance a bit….but, in today’s dollars, doing the conversion is a dollar per performance loser. If I were buying, I would pay an Avionics (Garmin GFC-500), TKS, Interior, or Paint premium before I would fork over a lot of cash for 30 HP. I had the chance to do the conversion after I bought mine and it was a hard pass for me.

And thank you all very much for this information. Avionics appointment next week.

No idea. But, I hear a beeping when the AP is disconnected…..but not through the headset. Not even sure i know what the sonalert is.

Great. Thank you.

Is the “aux input” a switch physically on the remote audio panel? In the rear of the airplane? Or is it a virtual button in the menus somewhere on the GTN 750? Thank you for your reply

Folks: There is a tone associated with the pilot disconnecting the Garmin GFC 500 Autopilot. And also one if disconnects by itself. I am hearing it through the cabin speaker but not the headsets….which is where i need to hear it. Remote Audio Panel with GTN 750. I hear it through the cabin speaker regardless of whether or not i have the cabin speaker selected on the audio panel. Any thoughts?

The Stratus was in the airplane when i bought it. Just using it as a backup now.

Stuff like this makes me laugh. Respectfully, airline pilots are the most experienced, well trained aviators in the world. We have ALL done the things you mentioned countless times before we got where we are today. It’s a completely different world from GA. Having experience in both worlds I can say that one does not necessarily prepare you for the other……and that does go both ways. I fly with absolutely astounding pilots who will fully admit that relearning all the “GA rules” is terrifying for them. But, that does not mean that aren’t perfectly capable of doing it well. I’m also pretty certain that few GA fellows are ready to pilot complicated wide body aircraft around the planet, day and night, in every type of weather. It’s probably a larger leap than going back to GA. As for gear-up landings, i think the right set of circumstances and distractions can cause anyone to make this mistake. I do not consider anyone immune and it just takes the one time. Really good pilots make mistakes. I have seen this over a lifetime of flying.

What works for us: G500 TXi, GTN 750, GNS 530 (WAAS), GI 275 Standby, GFC 500 Auto-pilot. And, the IPad. (Don’t forget the USB ports!) Starting at 7500’ in cruise yesterday, we were able to GPS navigate to the IAF for the RNAV GPS approach, descend from cruise in VNAV to the IAF and also the subsequent published step downs, follow the approach course to intercept the GP (glide path) and then descend to minimums while working only the throttle, the gear and the flaps. Occasionally the speedbrakes. This is a complete game changer for GA. The FMA’s (scoreboard) provide complete confidence in the workings of the AP by telling you at all times what pitch and roll and altitude modes are currently activated, and which ones are armed. The missed approach was accomplished solely with the G/A button, the throttle, the gear and flap switches with the AP remaining engaged the entire time. The airplane climbed to the missed approach altitude, leveled off, and entered the missed approach hold with no issue. I recommend changing the default VNAV descent angle in the GTN750 from 3 degrees to 2 degrees or less. Three degrees is too steep for piston airplanes without very low power settings and higher vertical speeds. Two degrees or less results in cruise descent rates from about 400-600 fpm which is nice for passengers and power settings. Two weeks ago we did the same in snow and ice (to minimums) giving the TKS system a workout. (120 knot minimum when using this system) This panel has satellite (and ADSB) weather which is nice because of the faster update rates but it’s not a MUST have. If you are going to fly your airplane in the weather and/ or travel long distances in it. I highly recommend moving your panel to the modern instruments. And, as many others have said, it’s best if you can do it all at once. It’s a functional, situational awareness and safety leap forward.

NOT paying. EVER.

I honestly can’t remember why I went with the GI275 vs the G5. Talked to Garmin. Talked to Maxwell. End result was the GI275 driving the GFC500. No problems. Very happy with GFC 500 and its integration with the GI275 and the G500 TXi…..GTN 750.

Possibly in a year or so if you don’t buy by then. PM me for details.

OK. thanks all. Looking at the Alpha systems with the HUD. Great suggestion.

Does anyone have experience with GA AOA (Angle of Attack) indicators? Any Ovation owners with one installed? Which one, how much and what is your experience? Thanks all.

Thanks gentlemen. Always great answers here.

My lenses are fine. It’s the aluminum around them that’s ratty. I know they got rid of them in the newer models but on a TKS airplane there is a difference in height of the leading edge between the TKS cuff and the taxi/landing light lense with no aluminum around it. Not a big deal Lance? I need every knot on the TKS wing.

Anyone know where i can find new or nearly knew fairings for the taxi/landing light lense on the Ovations? The exterior aluminum part around the taxi/ landing light location Mine are old and all dinged up. Running without them now. Thanks all.

I have the Garmin GI275 installed as a backup attitude indicator. It also drives the new GFC500 Autopilot or I would have installed the G5. The Gi275 is a beautiful instrument but it’s crowded. I wish it had a bigger display and that it was a square/ rectangle display. The 60-90 min battery is MORE than enough time to get on the ground with a PFD or electrical failure. Thankfully, the TKS Ovations have TWO alternators and ,of course, TWO batteries so total electrical failure is a remote possibility. Avionics shops are currently out their minds with install prices. My quotes from around the nation varied by +/- 10K for and AP/ GI275 install.

All good ideas. I thought the remote transponder and audio was fantastic until a few days ago. I didn’t get to fully explore what was available for coms with the frozen screen because I quickly tried everything on the screen……(No OFF button on the unit)…..and the pulled the CB and reset. I did 3 different approaches that day to different airports so lots of comm changes, flight plan changes, VNAV profiles etc. No problems through the rest of a busy day that gave it a real workout.. I was VFR practicing multiple instrument approaches with a new GFC-500. IFR would be a bigger deal. The GPS was still working in there, I had a magenta line and a GPS roll mode but I was unable to do anything on the touchscreen. That’s flight plan, Com 1, Nav1, Audio Panel, Transponder. Next time in there, i will pull the CB on the ground and see if it auto-fails to comm 2….which would be nice. If not, I will have to look into seeing how that can be done. I always have the handheld radio and a bunch of batteries.

All: Anyone with experience or hear a tale of the Garmin GTN 750 freezing in flight? We were VFR. Tried to switch frequencies and the touch screen was completely un-responsive. So, Com 1, Nav 1, Audio panel and transponder……Kaput! Tried everything on the touchscreen. Even HOME. Nothing. Pulled the CB for Nav1/ Audio. Reset it. No problems the remainder of the day.

The users manual for the GFC 500 gives you all the information but not the actual method of operation. It’s all in there somewhere but not obvious in some places. One way to look at it is that the selections on the GFC500 for Roll/ AP mode/ Pitch are what you would like the autopilot and FD to do. The FMA’s and the FD are telling you what the AP will actually do NOW and in the future (Alt Armed, VNAV armed etc). The Flight Mode Annunciators and FD are the key to understanding the autopilot. This will probably be new for first time users of this autopilot. It operates more closely to what you would find in a Boeing than what you would find in past GA autopilots. In general, don’t use the FD if you are not using the AP. It’s added work to make the FD do what you are currently doing with your hand flying. And, its dangerous to develop habits that ignore the FD. There are plenty of times I do not use the AP. I like hand flying. Your choice. But, it’s going to be hard to beat this AP/FD on an instrument approach. The only time I use “mixed automation” (AP=off and FD=ON) is on instrument approaches when i am hand flying. In that situation its nice to have to autopilot chiming in saying “this is what i would do” through the FD commands. General recommended AP use: On Takeoff: Select the FD on and push TO/GA to give the FD pre-programmed roll and pitch commands. At a safe height: Select a roll mode (NAV/ HDG) and verify with the FMA. Then, select a Pitch Mode: (PIT/ VS/ IAS) and verify with the FMA. The FD should now be pretty close to your actual pitch and roll. Now, select AP and verify with the FMA. Summary: The FMA’s and the FD position are the windows to the soul of the AP.