Cruiser

the regulator should be mounted on the passenger side foot well under the center stack. There are two relays that switch the Stby Alt into the circuit, they are mounted to the bottom of the circuit breaker panel. B & C has a troubleshooting guide you can download from their site.

Did you notice any porpoising from the autopilot like Don Kaye experienced ? He had a terrible time with it and had to go to the Garmin factory for a fix.

*In flight level cruse attitude is not necessarily the same as the leveling points provided by the manufacturer. Adjustments to the pitch and roll offsets can be made to compensate for the aircraft flight characteristics Offsets are not a substitute for proper calibration. Please level and calibrate the longitudinal axis properly.

IF you can find an avionics shop that works on S-Tec , they might have a test unit that plugs into the servo. It will run both the motor in both directions and energize the clutch.

No, one side of the switch powers the servo, the other side connects to ground. If you hear a clicking sound, that is the servo engaging the clutch.

you might be hearing the trim motor run. There is a clutch between the motor and the trim gear.

what part of the approach were you having problems? Outside the FAF or inside of it ? LPV glideslope is a calculated value based on GPS position, there is no "real" signal to follow. It might be that the GS indicator does not display if it is outside predetermined values.

so far I have found out that the Standby Alternator is connected to both the Main Bus and the Essential Bus. The Stby Alt. should supply enough (20Amps) to power all but the highest draw items. You must pull the BAT breaker to isolate the Main Bus from the Essential Bus. Doing this eliminates all equipment not identified by a yellow ring. Now I am going to be sure these yellow rings are on the right CBs. thanks to all that have contributed. A couple of things to note: 1. the RIGHT AUX on my panel is labelled OVHD AUX 2. My 29-0159 airframe has Moritz gauges, according to DOC ^^^ service manual that didn't happen till 29-0170 3. My 29-0159 does not have rudder trim. more ...........

Does anyone have access to the wiring interface for the Ovation stby ALT wiring ? What is the electrical connections to switch the main ALT source to the Stby ALT connection. ? Is the stby ALT feeding the entire buss or is the Emergency Buss a subset that is isolated ? thanks in advance.

Something is definitely wrong. If you really have a 0.2 gph FF spread you would never "feel" roughness. Think about it. Roughness comes from unequal power between cylinders. You might do a lean mag test also, 10.2 gph is not 65% power LOP on an IO-550, it is more like 54% per calculations 65% should be 12.2 gph

the more information you provide the better the responses will be. 1. did you do a LOP test ? what is the spread between richest and leanest ? 2. what altitude ? 3 what MP/RPM settings 4 what fuel flow rate at LOP settings. much the same questions as mentioned above ^^^

How are refunds being handled for those that have already signed up and sent payment ?

I have no complaints.

as my wise mechanic once said, "if this thing fails on you at 10,000 feet, you would have paid any amount of money to replace"

I don't know the details but I just saw this on another forum and thought it might be appropriate to this thread. "Apparently an individual at the FAA above the (or at least our) local FSDO level has decided that multiple aircraft which had all electric panels approved via 337 and installed must retain vacuum systems and that the previously issued 337’s were incorrectly issued, no fault of the shops and despite FAA policy statements which might be interpreted as supporting. I understand Beech and Cessna planes affected while certain Mooneys are OK since they have an SB or other method to allow approval for vacuum system removal."

not necessarily. anyone can make mistakes.

the issue here is two fold. 1. is it safe 2. is it legal most likely both certified and experimental are safe while it might be legal in the experimental, certified has a different and more stringent requirement. try not to confuse the two.

everything that touches an airplane must be approved. You can start by downloaded a copy of AC 43.13, get a cup of coffee and start reading. TSO is a way to approve. PMA is a way to manufacture both of these still need to demonstrate material approval to FAA standards. hope that helps.

Materials used in part 23 aircraft interiors must meet the requirements of section 23.853, and the burn test requirements called out in part 23, appendix F. If you have part numbers and they are the exact same part as was originally in the airplane when certified, you can replace the original. i.e. GE 4509

so you don't think there are any standards for the materials in your airplane ?

Look in your logbook. On the first page is an entry that shows your plane by serial number to be a certified aircraft approved by the FAA. Per FAA regulation, the aircraft must be maintained in the exact same certified status as it was when first approved. This is done by minor or major alteration and annual inspections. The material you put in the aircraft must be approved by the FAA for aircraft use. Everything included screws, nuts and bolts are aircraft quality by manufacture. (PMA, TSO) the minor alterations to an airframe are approved by the A&P /IA person working on the plane with a logbook entry. the major alterations are approved by STC. it is as simple as that.

Yes, dramatic change. I need to find a new source for warming my hands. My JPI EDM 800 puts out more heat than the Aspens.

Legal system.

Mike Busch recommends high MP and low RPM for best efficiency . This is the IO-550 Continental graph on friction HP loss. Notice you lose about 7 HP to friction going from 2200 RPM to 2400 RPM.

you should continue to do that.........