roundout

Quote: DaV8or I seriously don't see the point in practicing stalls as long as you have the recovery procedure down. I can almost guarantee that if you ever get into and actual accidental stall, the ball will not be centered and your hand won't be on the throttle ready to react.

Quote: JC252MB Thanks to all so far. Appreciate it! The only time I'm really ever at full power and full rich is for take off which right now looks like 31 inches MP, 2700 RPM and about 1200 TIT assuming I don't lean to a more typical 1450 on the go. I don't believe I'm running a reduced power setting as what I'm running in cruise is right out of the book for 75% power at 28 in. MP, 2500 and pretty much 12.8 gl/hr. Yep, no doubt about the turbo spinning up on the takeoff roll. Problem is....I only get 31 inches of MP. I think tomorrow I point my A&P towards a possible sticking wastegate and/or a set-up issue at the boost contrller. Flew the airplane today BTW from Northern WI to Southeastern MI (1:30). Everything was very satisfactory at 9K (28 in. MP, 2500, 12.5 gl/hr, TIT of 1450 and all CHTs 340-360. Thanks to all! This is a great site.

Quote: jackn Roundout's comments are good. In my experience, I found the ships guages in my 252 not to be too reliable. If the plane is doing the book #s, you are prob ok.

Yep, sounds like a boost problem. Maybe a leak, maybe the wastegate not closing. I don't know a whole lot about the 252, so here's a question: On the Bravo and Acclaim, the boost controller can only govern a certain number of inches of MP - outside of that it has to be manually adjusted. In climates where the airplane may operate in an extreme range of temperatures, typically it needs to be adjusted twice a year - once when ambient temperatures get cold and once when it gets hot. I don't know if the 252 has an adjustable controller like this. If it does, it might be set up for winter (cold, dense air) operations.

Quote: edgargravel I remember a BFR about four years ago where the instructor (knowing I was doing my IFR training) wanted me to stall it while in a climbing turn. Just the idea scared the **** out of me. The whole evolution turned out to be a near non-event. Port wing started to drop but the recovery prevented any further development of a spin. Lost only about 300'. Gained a lot of confidence trying that.

I won't go through them. Usually it's easy enough to avoid them. If you're flying along in a solid layer where you can't determine the location of building clouds, well, you've already screwed the pooch. I know people do it, but it's simply asking for trouble. I have seen clouds build at several thousand feet per minute before, even in to the flight levels. Just a couple weeks ago I was swinging the gear in a King Air 200 and we had been watching some storms for about 150 miles and made a plan to get through them about 20 miles out based on what we saw with our eyes, the radar, and XM. By the time we flew the last 20 miles, the clouds had started developing rapidly and we had to totally amend our plan to avoid them. Keep in mind this is at nearly FL300. Conditions can just change too rapidly to fly through them. It's not worth it. Besides, you might spill coffee on the interior of your airplane.

It is hard to keep the oil temp in the Ovation cool in the summer. I don't like to see oil temp that hot sometimes there isn't much you can do. If it gets hot like that it will never cool off. How long do you spend on the ground before takeoff and how aggressively do you climb?

Quote: ScottZ I will probably check the indicators multiple times on approach.

I thought Premier's had AC. Sorry about that. You can indeed get AC in an Eagle - no question about that.

Premier has a really nice Eagle in Dallas. I flew it a couple weeks ago.

Bravo, for all the reasons everybody else who said Bravo listed. TSIO-540 > TSIO-360, plain and simple.

Does the FBO's name start with B?

PM sent.

How'd you get that second shot?

Call Stacey Ellis or Brian Kendrick on Monday.

I got scared a couple months ago flying a DA40 in to JKA on Christmas Eve. There was a big storm coming in off the Gulf which I appeared to be far ahead of. I flew through some rain but nothing bad. As I approached JKA and got established on an approach it started getting seriously bumpy. There wasn't anything showing up on the NEXRAD but there was convective activity building so rapidly that the NEXRAD couldn't keep up. I don't have as much confidence in the DA40 as I do in an airplane like a Mooney. Luckily it did just fine and I landed no problem. Spent the night there and departed the next morning in nice VFR weather. Just goes to show you that you can't use the NEXRAD to stay completely out of any trouble. I am an experienced enough pilot to know this but I got a touch of get-there-itis that day and lucked out. I could have landed at a number of other airports before it started getting really bad.

I instruct my students to not do touch n goes in a Mooney. Too many things going on between trim, flaps, power, directional control. Stop and goes on a long runway are fine. Other than that it's full stop taxi back.

The A/C works well. Don't let that be a concern. It is a good system.

Quote: Cruiser It sounds really cool in the FBO too. Hangar talk with some of the students and new pilots around.

Quote: Greg_D Part of the problem may be running 50 ROP when you are on the rich side of the curve. 50 ROP is almost exactly the worst place to run the engine if you're looking for longevity and heat control. 150-175 ROP would be a much better place to run the engine if you are in a hurry and need to run on the rich side of peak.

Doesn't sound abnormal. I can't remember ever seeing an Ovation or an Eagle cruise above 380F CHT ROP or about 195 oil temp even on the hottest of days.

No worries. I didn't mean to sound condescending either. I have a bit of time here and there in long-bodies and know a few "workarounds" but I am certainly always learning and adding to my arsenal.

They don't do much below about 90 knots. You can take off or go around with them deployed and barely notice any performance hit at all. Obviously, you would want to experiment with this under controlled circumstances at a suitable airport if you felt the urge to see this for yourself. I used to use them on every flight because of the novelty of having them. After I got a couple hundred hours in the airplane I started getting more satisfaction out of planning my descents and power management specifically to AVOID using them. I noticed that my flying improved when I started paying more close attention to the airplane in descents. Brakes are a nice option to have in your back pocket but shouldn't be used as a crutch. I have had what seems to be an unfair number deploy asymmetrically and subsequently require overhaul. It's not really a big deal unless you need the brakes and then can't use them as you planned.

Relax. My comment, made tongue-in-cheek, was directed at the fact that you say your ship's weight was 3350# but the MGTOW of the Ovation is 3368#. I must admit that I do not own my own Ovation, but I do know that the airplane can't get from sea level to 12k and accelerated to cruise on 18# of fuel. Sorry to get you wound up.

Quote: carusoam Alt hold:12,000 ft Nav: Following Victor 1 on KLN90B Speed: 183 kts (DME) Fuel Flow: 11.3 gph 50d LOP WOT. NAV1: Waterloo, DE (ATR) 112.60 Approximately a 10kt tailwind. Location: 9.9 mile north of the VOR Heading: 216 Economy: 18.6 mpg Engine: 280hp Continental IO-550G Weight: 3,350 LBs MP: 19.5" RPM: 2,500 CHT: 320dF