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Jeff_S

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Jeff_S last won the day on October 13 2016

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About Jeff_S

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  • Location
    Fernandina Beach, FL (FHB)
  • Reg #
    N1034S
  • Model
    M20R - Ovation 3

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  1. I wish I had taken a picture of how I loaded my Ovation a couple of years ago during an Operation Air Drop mission after hurricane Michael. The baggage compartment, backseat and passenger seat were fully loaded with 300+ lbs of goods. While I had rigorously calculated the W/B to be correct, I hadn't factored on just the physical obstruction of so much material. With goods in the passenger seat, I would have had a dickens of a time with an emergency egress. I would pay more attention to that next time...it was pretty funny when I landed and the outside line person had to help open the door
  2. Nobody answered the OP's original question. I don't have my W/B with me, but from memory I think the A/C adds about 80lbs to the total weight of the aircraft. It doesn't change any of the loading characteristics, e.g. it doesn't reduce the allowable load in the baggage compartment. Of course, there is no hat rack so THAT 10 lbs of useful weight is gone! My subjective opinion is that this adds to the nose-up attitude of the airplane on the ground due to the extra weight in the tail, furthering the notion that the Ovation is the twin of the P51! (Fraternal twin, of course.)
  3. I know nothing about what Rocket Engineering did to test and certify their configuration. But I know that even though we generally prefer to keep CHTs below 400 for cylinder longevity, the actual Continental redline is much higher than that, I think 450. If your engine is running how you like it in all other respects, I would suggest this is probably normal for your setup. You already know what you need to do to get lower temps. As you say, you were at a lower altitude than the book spec, and what about outside temperature? Was it standard, high, low? That would have an impact as well
  4. I have personally had very good experiences with Joey and his team, so you can't go wrong there. Never had any work done at Maxwell's but they sure have a great reputation. So as others have said, it will come down to whichever is more convenient for you. If you live in Kentucky, then Cole is certainly a lot closer and a reasonable drive (or a reasonable ask for a buddy to ferry you from your home airport!). Maxwell would likely require you to fly commercial unless you can wait around in east Texas for however long it takes. If those are the two you've narrowed it down to, seems like you'
  5. @OHAEDO To the OP, beautiful plane and one that most folks here would lust after (myself included). I'm curious, what is your use-case for the plane and how did you justify the expense? Now, before anyone gives me the "you can't justify owning ANY plane" speech I'll say "yeah, I know." But at some point we all look at the tradeoffs between the plane we have now and the one we want next, and have to decide if/when to make the leap. So that's what I'm really curious about. In particular, the jump to a turbine seems like an order of magnitude increase in operation and maintenance costs
  6. Flyboy, the primary difference between the traditional O3 and the Ovation Ultra is going to be your body work and the G1000 NXi panel. So for an extra $500K you get a pilot's side door, and a fancy-schmancy new Mid-Continent backup instrument (which admittedly is more nicely placed in between the two primary screens instead of over to the side). Plus the added functionality of the G1000 NXi. And redesigned rocker switches on the panel. Some folks actually aren't fond of the new rocker switches...I personally think they look like they would break more easily, but I haven't flown one, and I'
  7. Mike, the problem came back a few weeks ago so I spoke with Brian Kendrick about all the possibilities. He suggested much the same procedure, although just doing this by running the VS at +10 and -10 for the full travel in each direction. After listening to all the symptoms, he felt there was probably just some gunk that built up on the brushes of the pitch servo due to lack of exercise and the humid/salty climate. So I've done this and so far things seem to be working better!
  8. I don't think it changes my original assertion at the top of this thread, but for clarity I will correct my writing and state that the Epic was certified with the S-TEC 2100, not the 3100. Still, I'm guessing that the fundamental software is the same, and they can make it work with a G1000 NXi so there don't seem to be any technical barriers. It's all about economics, as we've seen before. Sigh...
  9. Not to restart a bad memory or anything, but I just noticed that the Epic E1000 turbo prop was certified with a Garmin G1000NXi and an S-TEC 3100 A/P. Hmm...so for the right incentive, Garmin will still play the game! And both the PFDs on the model shown in Flying magazine show the lack of GFC700 control buttons that are familiar to many of us in our older G1000 planes. So they are still making those screens. Is it about time to hit up Genesys again and see if they want to renew certification for the Mooney?
  10. Okay, enquiring minds want to know...what are Charlie weights? I've not heard that term before.
  11. Yes, that really was blacktop, just with grass growing on top of it. I will try to straighten the doors if I can, but I don't know if there is structural damage like cracks, etc. We'll know once we dive in. And the Airport Manager came over to help us get the plane out of the hole and he has already acknowledged that this is airport property and their responsibility...that just means the insurance companies will battle it out!
  12. Such a beautiful morning flight, dodging a few showers, getting an aerial rainbow, practicing engine-out landings. And then my right main gear finds a sinkhole while backing into the hangar. Ah, Florida! You can see that the plane was being held up by the strength of the gear doors, and luckily it didn't sink in further because the hole actually extends much wider than the pics show. Extensive damage to both gear doors, but hopefully not the gear itself. We were able to jack it up and put a piece of plywood under the wheel to roll it out, so we didn't put any shear forces on the gear itself.
  13. I saw this on BeechTalk today, but Walt Atkinson passed away from cancer on July 21. While he got a lot more coverage by name in the Beech community, his Advanced Pilot Seminars influenced how we all fly our airplanes and manage our engines. I wonder if he will fly his angel's wings LOP!
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