Greg_D

Does anyone else besides me wish that Garmin had put the control knobs on the 275s on the bottom right hand corner of the instrument, instead of the left? I usually fly with my left hand and use my right hand for the avionics and engine controls, etc. It just seems like it would require less reaching around the yoke if they were placed on the right side.

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.

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?

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?

Where exactly were the lubrication points in the elevator and yoke that you mentioned?

"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.

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.

"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.

MAPA used to put those on as well, but I haven't seen one in years!

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.

Speak to Jake at Bevan Aviation in Wichita, KS. 316.946.4870 Outstanding service!

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?

It looks like there is a JPI of some sort installed just above the KAS-297B.

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...

What “boxes” in your Ovation are not up to speed with what’s listed on this plane? I’m genuinely curious.

You’re kidding, right?

I’m not so sure I’d get that much for the old AP parts. I decided to keep what I have for now late last year when all the avionics shops were booked full doing ADS-B installs. I couldn’t believe how cheap the used components were when I looked. And I got the KC192 overhauled for under $1K, with all the capacitors, etc replaced. The servos are still expensive to overhaul, but I’ve seen used ones for less than $800. I’m thinking I’d get about $5K if I sold all of the old stuff right now...

I was quoted $21K for a dual G5/GFC 500 setup on an Ovation. The dual GI275/GFC setup was $5K more.

Spaz, how much did that setup cost out the door, including labor? And where did you get the work done?

Nice job on getting it down safely! BTW, there is no such thing as a BFR these days. The term has simply been flight review for well over a decade now.

I just saw the thread on hangars around Austin and was curious what others are paying in the Houston area. I am currently in one of the older T hangars at KDWH. Rent is $400/month there. They just opened up a new row and my name is on the list to move once they are completed. The new units will go for $500/month. They aren't much more than a basic T hangar with sliding doors, but the new units are in much better condition than the older units which have numerous leaks in the ceilings and collect standing water several inches deep when it rains hard. Additionally, the older units have pot holes and lots of rocks, pebbles, FOD along the taxiways. I just got an email notification that one of the end units in the new row came open, but they want $734/month for that one. Ouch!

Not sure I'm following you. Do you set the missed approach altitude or the altitude at the missed approach point?

I heard rumors for a few years that Garmin was going to allow the G5s to drive the older King APs. That's probably not going to happen now that the GI275s are out. I wish that Garmin would release a basic version of the 275s, without all of the bells and whistles, that could function as a basic flight director and HSI. I really don't want synthetic vision, a moving map, traffic, weather, etc, on my attitude source or HSI. Some might, so they could add the ability to add that later on via a software upgrade.

I haven't seen any KFC-150 setups with a go-around button. I've seen numerous setups with that feature on the KFC-200. For the 150 guys without the button, what procedure are you using to execute a missed approach? What about doing so with the AP still coupled? I have gone back and forth between using CWS and the VS rocker switch, but was just curious how others are doing it.

Glad you took it to Don's and super glad that he found the issue with the gascolator. What's wrong with the autopilot?