29-0363

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29-0363 last won the day on July 8 2015

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  1. 29-0363

    Wet Wing Leak

    Image was captured in 2006.
  2. Here's the failed Shear Coupling from the Standby Alternator of 29-0363. The reason it stopped working was a very minor oil leak past the accessory case seal to the insides of the Alternator which added rotational resistance. The oil leak was first flagged during an inspection about 2 weeks earlier, but so slight it didn't drip onto the floor or inside the cowling. This item had 900 hours service and looks identical to a vacuum pump coupling, except I'd never seen one with the steel spool on which the coupling is moulded. The genuine replacement part from B&C is no longer constructed like this - it's simply one complete moulded item (urethane?). FWIW I would suggest for the relatively low cost of the part, the ease of replacement and the critical nature of a failure especially in hard IFR, it should be replaced at an annual inspection at 5-600 hrs.
  3. Yesterday I tested the Standby Alternator in my Ovation 2 29-0363 (905 hours TTIS) all according to the published procedure, and it failed. To track down the fault the top cowl was removed, the prop rotated by hand, and we found the alternator was not rotating, so the problem seems to be the shear coupling. Have any other readers experienced the shear coupling failure, and at what TTIS? Was the alternator replaced or overhauled with the shear key replacement? It seems that the alternator is essential for TKS equipped Ovations, but not essential for non TKS. I'm not overly confident flying with the standby U/S because the G1000 equipped Ovation 2 needs plently of power, but then I accumulate some 1000 hrs on my first Ovation 1 (29-0156) in some of the most remote areas of Australia without the luxury of a standby.
  4. 29-0363

    Accidents happen on the ramp as well

    Most of that will polish out.....
  5. Back in 2009 I went to the Indian Airforce Museum at Palam just outside of New Delhi, where they had an extensive collection of civil and military aircraft - some of which I'd never seen or heard of before. What made me smile was the remains of a Pakistani Sabre (I think that's what it was) that had been shot down when the two countries went to war in 1965 - some 45 years earlier. It seems they keep the wreckage as a trophy in a prominent location at the entrance, regularly repainted in silver frost, and stencilled with the Pakistan Airforce symbols to particularly remind visitors who won and who lost.
  6. 29-0363

    Any ovations around socal

    There's a 2005 GX2 for sale here: https://www.liquidassets.net.au/for-immediate-sale-2005-mooney-m20r-ovation-gx2-freedom-edition/ Getting it to the USA will be the adventure of a lifetime.
  7. I have the GTX345 ADSB In/Out coupled to my G1000, installed about 12 months ago. Recently I flew from YPPF to YBTH (Australia ports) for a licence renewal, operating IFR with a discrete transponder code (eg 3456) allocated. 2 days later with my examiner on board, I entered code 1200 using the VFR softkey and we both verified the entry. We then flew off for the airwork in the local training area and returned. Later that day we did another session of VFR air work and I got a call from ATC on area frequency asking was it me squawking 3456 and if so, would I reset to 1200. I had not verified the code for the second flight, knowing it had been reset to VFR 1200 that morning. What baffled me was how the G1000/GTX345 could return to the 3456 discrete code uncommanded after being overwritten by 1200 entered on a previous flight. That day's earlier flight was in the same area with lots of IFR and VFR traffic around, and there's no way ATC would have not alerted me to an incorrect code. Anybody out there had a similar experience?
  8. Congratulations on your new Mooney. It will take a lot longer to sell it.....
  9. There's been a lot of controversy in Australia over CVD pilots, with our CASA being difficult and pedantic on the issue. The rights of CVD pilots has long been championed by Dr Arthur Pape with some success, but CASA keep pushing back. http://www.cvdpa.com/about/dr-arthur-pape-s-story My story: At age 15 I was diagnosed as red/green colorblind during a pre-employment medical examination, which at that time in Australia it was a disqualifier from flying period. 20 years later the rules changed to allow daytime only flight carrying radio, and I failed both the confetti test and the Farnsworth lantern (light) test, and my student licence was endorsed accordingly. Without going into endless detail, I eventually undertook the Farnsworth lantern test under controlled light conditions and told I had a practice run first, then the proper test. The examiner stopped the test after the practice run because I got a 100% correct score and the restriction on my licence was lifted forthwith. In my opinion the variability of my test outcomes was affected by the prevailing artificial and ambient light sources.
  10. 29-0363

    Ovation book speeds

    My experience as owner of 2005 Ovation GX2 29-0363 based in Adelaide South Australia, and former owner of a 1998 Ovation, both fitted with A/C and O2. Always plan with the GX2 for: 9,000 Eastbound WOT 2,400 rpm 175 kts TAS 8,000 Westbound WOT 2,400 rpm 177 kts TAS Subtract 6-7 kts if operating LOP The Hartzell prop delivers about 7 kts more compared to my earlier Ovation with the McCauley prop.
  11. 29-0363

    Falsifying engine log book

    Way back in around 2003 a friend of mine here in Australia purchased a 1996 TLS (27-0214) with around 750 TTIS sight unseen through a broker, somewhere in the North East United States. He relied entirely on the advertised description and images, and through the broker arranged for a pre-buy inspection, which came up clean. He then had it flown to Las Vegas to fit ferry tanks, and then the same ferry pilot (Bill Cox if I recall) flew it across the Pacific to Australia. It takes about 50 hrs and an excellent reliability test for the engine. Some months after it arrived Down Under I got to see it, and thought from the condition of paint and interior that it didn’t compare well with my then Ovation 29-0156 (formerly N60FW) which was also a 1996 build with just a hundred less hours. I felt something was wrong there, so I compared the then Hobbs reading (+800) to the KLN 90B GPS (+1300). I’m sure there’s a plausible explanation for the disagree between TTIS, but until somebody can show me, I keep thinking this was the equivalent of winding back the speedometer in a car. SO, if you’re buying a used airplane, always inspect it yourself, even if it means an air ticket, accommodation and a week away from work. Whatever the cost, it will be way cheaper than the cost of rectifying faults, or for the rest of the time you own it having that awful feeling that you were scammed on what was supposed to be your pride and joy. Remember - not all Mooney sellers are your friends - CAVEAT EMPTOR
  12. 29-0363

    Wtb: stall switch

    I have a brand new switch for sale. It was purchased for 29-0363 but never fitted.
  13. 29-0363

    Mooney down off Myrtle Beach

    Glad the pilot got out without any apparent injury. Does anyone know whether he ditched with landing gear UP or DOWN?
  14. If you switch to ALT STATIC while airborne the airplane will quickly tell you.