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Greg_D last won the day on February 18 2017

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About Greg_D

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    Tomball, TX (KDWH)
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  1. The attitude indicator isn't doing anything abnormal. I"m pretty sure it's something in the static line since nothing happens when I open the alternate static source. My next step will be to check the o-rings and if those look OK, then disconnect the static line at the instruments and blow some low pressure air into the lines towards the drains.
  2. Well, the service manual says to blow low pressure air (10-25 psi) through the lines from the disconnected lines at the airspeed indicator to static ports, so I’m guessing someone at the factory thought it was a recommended way to clear a clogged static line. I know not to blow anything towards the instruments. Mainly, I was curious if there were other drains besides the one in the wing or if anyone else had seen this issue before. The AP static hose is a black rubber hose and it is connected properly and in good shape. I don’t think that hose being disconnected would cause the alternate static system to stop functioning altogether. Unless maybe it’s just open and leaving the alternate system permanently on. I’m thinking of opening the storm window on the next flight to see if I get any changes with that before opening up the static system. Thoughts?
  3. I have a 1994 Ovation with a KFC150 AP. It works great down low (below 4000 ft). Above that altitude, I get a wild ride with big pitch oscillations. I’m pretty sure it’s a static source blockage somewhere. Opening the alternate static source valve in flight has no impact on the airspeed indicator , VSI, or altimeter. Not even a slight wiggle in any of them, which is what leads to to believe the problem is somewhere in this system. There is a drain valve for the system below the left wing. Are there any others? Does anyone have ideas on blowing out the system with some compressed air or other techniques to drain or troubleshoot the system?
  4. Where exactly were the lubrication points in the elevator and yoke that you mentioned?
  5. "The Go Around button in the 200 sets a pitch up only, it is up to the pilot to set the power and thus the climb rate." That's pretty much what it does in most airplanes without auto-throttles. All of the regional jets I've flown, the Embraer Phenoms, Citations, even the PC12s did the same thing. The climb rate achieved was nowhere near Vy or Vx. I'm sure there was some calculating done to determine the climb gradient met the TERPs criteria. If the hold point on the missed is straight ahead, why would you need to wait until you get to altitude to hit the OBS button? If a turn was involved, I'd just use TOGA and once the climb was established, I'd use the heading bug until I could go direct to the fix. Maybe I'm missing something... "I had to go to my POH, Supplemental Data section, but I found the information on the Go Around button. It sets a fixed pitch up of 6 degrees and disengages the AP" Ah, good find. I don't think the G5s or the GI-275s operate like that.
  6. I think most of the modern WAAS units cycle to the missed automatically. With a TOGA button, all you would have to do is add the power, get the gear up, and then retract the flaps.
  7. "The "Go Around" button is not for misses. It is for go arounds. It sets a medium climb rate, its around 500 fpm. As a general rule, it does not set a high enough climb rate to do a missed climb." I'll have to disagree with that. In the airlines and at the 135 outfits I have flown at, all takeoffs and go arounds were done with the TOGA button pressed. I would think it would be even more beneficial to execute a missed with the AP coupled while operating single pilot, especially in IMC.
  8. MAPA used to put those on as well, but I haven't seen one in years!
  9. Talked to the good folks at Willowtex. Very responsive, but really didn't have any idea how much I would need. I sent two emails to Aerocomfort last week with no answer.
  10. Speak to Jake at Bevan Aviation in Wichita, KS. 316.946.4870 Outstanding service!
  11. Does anyone have an idea of how many yards of this stuff would be required to complete an entire interior with this installed in all the places Mooney used it in the original interiors? Would square yard remnants be sufficient or would I need to get larger sizes n complete rolls?
  12. It looks like there is a JPI of some sort installed just above the KAS-297B.
  13. I haven't checked the K models for a limitation like this one for the R models, but it's something to consider before running both tanks down to the warning lights. Think about what might happen if you need to go around...
  14. What “boxes” in your Ovation are not up to speed with what’s listed on this plane? I’m genuinely curious.