kortopates

It’s not Static drain but a pitot drain that should be just behind the leading edge at the root of the wing. it’s installed at the lowest point in the line. It’s news to me if that was optional in your Ovation, but reviewing your Illustrated Parts Catalog should reveal if it wasn’t always included. But i haven’t seen any without one and i’ve seen a great many. Sent from my iPhone using Tapatalk

In theory maybe, but the owners doing subpar maintenance are usually the ones seeking out pencil whipped annuals. They go unchecked till either an incident/accident or more commonly a new owner gets a surprise very expn$ive first annual.

I’ve been lucky, my ACK 406 has been flawless for probably 15 years. If you want. you can pull defective ELT, placard it and fly it for 90 days before you have to replace it, per 91.207 F 10 Sent from my iPhone using Tapatalk

Post pandemic new Lycoming io-360 cylinders where unobtainable as were some other parts. If that was part of the delay…parts availability is still not back to pre-pandemic levels Sent from my iPhone using Tapatalk

That’s right, after Jerry, Bruce Jaeger took that role on for years with about a half day of repeated instruction on that to catch everyone when not flying. Bruce made it more safety related though covering a lot of accidents too. Since he retired from that, the PPP’s now include an hour lecture on preventative maintenance during the Friday ground school. Not the depth covered in earlier years. Sent from my iPhone using Tapatalk

I don’t think you can beat Western Skyways for turnaround time and good quality. If you’re really in a hurry just fly out to them and let them remove and re-install the engine. If you want the highest quality with boutique services like flow balanced cylinders I don’t think you can beat Lycon. But both expensive and slow. Time to overhaul though is going to vary by what they find when they do your tear down inspection and what all you ask for. Sent from my iPhone using Tapatalk

There have been a great many maintenance clinics over the years. The earliest ones i recall were done by Jerry Manthey on behalf of MAPA. Like the PPP’s, Jerry would host these at several locations across the country. They were done over a weekend and your tuition covered a large book packed full of maintenance information covering all the different Mooney’s. He didn’t have a shop to work out of most of the time, but he had lots of volunteers to open up their plane on the ramp for visual inspection. These were highly valued classes. Since then we’ve never seen a regularly scheduled class or clinic but several different people have conducted them including @Cliffy who did a hands on one in his hangar and @Dmax who has done a few. I am sure there were others i am missing as well. But none perhaps as comprehensive as Jerry’s. Sent from my iPhone using Tapatalk

Yes and Mine are about 5 years old now. Haven’t had any issues. Sorry to hear your last one didn’t do so well. Sent from my iPhone using Tapatalk

Pop over the hill to San Diego and see me at Gillespie field with much cooler temps right now. Only Half an hour away. DM me if interested. Sent from my iPhone using Tapatalk

You should check the equipment list in your POH in the weight and balance section. it’s much more thorough than the TCDS. Sent from my iPhone using Tapatalk

Your local Medeco locksmith dealer makes. Since they don’t have a registration for your key, call to see what they need. You may have a registration # in the start of your logbook. I paid less than $10 a key but years ago. Sent from my iPhone using Tapatalk

The factory doesn’t provide locksmith services. What kind of keys is your Ovation using: Bendix or Medeco? I do believe they issue or order Medeco keys if they installed them but i assume you have Bendix? If you do have Bendix, you can get a Bendix key blank on the web and and key maker can make it; even without a bendix blank but using the bendix blank is much preferred. Sent from my iPhone using Tapatalk

You’re talking about my home field. Until the last couple of days, it’s been IFR every day at SEE till late morning or later with the coast often staying IFR most of the day. True about the importance of VDA - vertical descent angles. TERPS criteria has a maximum VDA for approaches to allow straight in minimums and a GS or GP - which is 3.77 degrees - which is why the SEE LOC-D has only circling minimums. Of course it’s not 6.88 degrees down to circling minimums- just for a straight in. But if it’s VMC before you get to DERBY and you descend below 2700’ before then, then you can get away with flying a stabilized straight in to 27R. But for training we’ll always circle on a circling approach. Note even the VASI on that runway is 4.5 degrees! Sure thing approaches in our area on low IFR days are MYF ILS or GPS 28R, CRQ ILS or GPS 24, or SDM GPS 08L with cheap gas. Come see us again soon! Instrument students here get a lot of actual IMC including partial panel IMC before their check ride. Actual IMC training i believe is critical IMO. Just a week ago a young pilot flying a twin from phoenix area flew into KSAN and was trying to get in VFR but was forced to get an IFR or divert and had a really hard time flying the approach but made it. Then departed IMC a couple days later tragically killing all aboard from what clearly was spatial-d with only a 800’ layer. I say only 800’ because pilots seriously underestimate how easily and how quickly they can loose control once they get into IMC. Right after the pilot entered IMC the controller gave him a 90 degree turn to the south and he lost it. Flight aware track shows just before coming out to SD the pilot did 6 practice approaches - repeating the same GPS approach 6 times; presumably to get legal currency. But we all know legal currency doesn’t mean instrument proficiency. This was our second tragic IFR fatal accident in 2 weeks both killing 6 people - luckily no one on the ground too. Sent from my iPhone using Tapatalk

Thanks, I entirely missed that setting!

Another item lacking we discussed was time to the next waypoint or destination - you mentioned that was always available, but when you select Smart Charts you loose all the data fields you had in map view. Am i missing something? You could go split screen but too little display to do that when the point of smart charts is to give you everything you need declutterred. i am expecting they get better in future updates. Sent from my iPhone using Tapatalk

Chart annotations is another thing we can’t yet do with Smart Charts. I really love many of the capabilities of Smart Charts, such as on the runway i can bring up departures for each specific runway and during IFR flight planning i can directly bring up alternate min’s and they make it really easy to decode by just checking boxes for having local weather and if tower is open and showing you only the available options - makes it’s doubly hard to make mistakes if your tired and in a hurry etc. What’s really cool is almost everything out of the Supplement is included minus some of the runway details. For example i still have to go the Supplement to get PAPI angle and TCH. Hopefully they add a Smart Charts view for Runways - maybe as another tab on the airport smart chart. But unable to annotate is another big missing feature. I have always annotated my Jepp charts with updated min’s due to Notams but i don’t have a means to do it now. A note box on the plate would be one way since now min’s are no longer shown on the georeferenced part of the plate. But that’s not ideal for taxi instructions. I keep finding myself going back to Jepp charts for all the things i am missing and don’t want to go without: - Traffic overlay - Weather overlay - track vector option as well as - Chart Annotations or some means to track changes due to Notams Sent from my iPhone using Tapatalk

Cheyenne PPP going on now with 15 of our 20 pilots Sent from my iPhone using Tapatalk

Sorry not a fan of either but also agree with Hank that i wouldn’t like a dark fuselage either. But lighter one is boring! sorry if not helpful. Sent from my iPhone using Tapatalk

[mention=11618]Ragsf15e[/mention] I wouldn't worry about the exact part # yet, instead find what ever paperwork you can on any previous repairs. You get two very inexpensive repairs before you cost goes much higher. You want to know if you already have the smallest undersize spring since if you do now they will need to replace the expensive shaft. But first two times they just machine down undersize and put a smaller diameter spring on it and you are good as new. If your shaft isn't at the limit yet, then machining it with next smaller size spring is your cheapest option by far. Your just looking for a quality engine rebuilder. Western Skyways is a good choice yet there are many other. Victor in the CA Bay area is another option. Precision Engines is a closer option but I don't know anything about them. Personally I would use Western Skyways because I know them.

I don’t know, the simple vacuum brakes have their own issues besides the rubber diaphragm including sticking up in below freezing temps. But another factor to consider with respect to cost is resale value. If your model came standard with speed brakes expect future buyers to discount the resale value by some proportion of the cost to upgrade since not really fixable. So it could be a situation of pay now or pay later without benefit of using them. Sent from my iPhone using Tapatalk

I just finally did this late last year. The retrofit is for everything though and Rich is right they are quite proud of there electric speed brakes but upgrading to electric does save you 15% - which you’ll need for the labor since with my old system didn’t save any time, it added tome, except for yoke switch- even had to rebuild the Monroy tank close out to use their newer style cartridge support brackets. Not cheap but alas i have reliable speed brakes to exercise on my run ups again - they don’t get much use otherwise. Sent from my iPhone using Tapatalk

So sorry you are still having problems. So is your video showing zero prop movement? What do you hear? Sure it’s still not the starter? We should see prop move a bit till it slips, or at least hear it slipping? Sent from my iPhone using Tapatalk

Good point, wasn't remembering we have ETE to next waypoint. But then again timing is only really necessary if we're not using GPS nor DME and only VOR's - maybe that's why they didn't include it. But your right, the app can't substitute for the need to time when necessary.

Good point, but rather than adding a table they could do much better. For instance, for a static view of the plate give the time for selected the max speed category, but for a dynamic view use actual ground speed give a remaining time to the MAWP and even better add required FPM/VSR rate to get to min's by the MAWP. But if they give me back my track pointer that will work also, although not as well.

No, anti siphon valves are standard. Sent from my iPhone using Tapatalk