Txbyker

Robert, I saw something very similar a couple of months ago but with CHT. It looks like you have the graph at 15 second intervals. I expanded my graph and saw 30-40 degree variations over a couple of seconds, something that would be hard to do even with a flame torch. Not sure but worth a check. Paul helped diagnose too. Russ

Robert, you should only need update the MFD card to crosstalk the Garmin updates to the PFD. You can check database versions on the Aux page that shows latest database version and use the soft key to toggle MFD or PFD. However, I am impatient with the progress when updating flightcharts and terrain for example as they are large databases, and I do it the old way, switching cards and rebooting. If not, I get a DB mismatch alert while it copies. Russ

Jeff, you could load a flight plan with victor airways prior to .34? I guess I missed it or stumbled across it after upgrade.

How do you best load a DME fix on a clearance when the fix is not on any charts as a way point and is truly a point along a VOR radial? I am often given a clearance to fly to the 30 mile DME fix on the 321 degree ADM VOR radial for example. I take too long to try to figure out how to load it in my Garmin G1000 and instead just hand fly the darn thing. Foreflight does a good job of loading it as ADM/321/030 but not so for our GPS that I am aware. Russ

8) Replication of database from one SD card to another for database changes. 9) Victor airway loading Russ

Tub O’Towels $12 on Amazon as belly cleaner? Wipe and dispose, throw away. Trying to find something I don’t spray. Work as well as orange degreaser. Thoughts? Russ

Dan, great, I will try VOR. Russ

Robert, NAV tracked in the SVT hit boxes whereas GPSS flew offset to the left in my case 250 ft if I recall. I corrected it in level flight, smooth air in GPSS. The screw is deep behind the faceplate and small flat. You can take a binder clip or something and sharpen the end. Very slight touch and wait for correction, then repeat. The correction takes a few minutes. Not sure there is enough time to do on approach unless perhaps you corrected a lot on a cruise flight. If no SVT perhaps zoomed in Forefight or SVT on it. Just my opinion. Not an A&P. Russ (Macgyver)

I am not sure if this is the same issue but when I got my STEC back from overhaul after the WAAS upgrade I noticed GPSS was tracking to the left of intended path whereas NAV was true. With SVT it was obvious. I made a tool that could reach the potentiometer and dialed it in. Same issue? Russ

Lee, John Galik, Outright Avionics one of the largest Garmin dealers. He has an aux hangar right by yours but he is usually pretty busy. They do good work. Russ

My shop told me it would have been $1K less had it not been for running that one wire. They pulled the carpet, seat, etc. Russ

That sounds good but like I was saying full flap is upper blue arc anyway. So all of that good work to hook it up would make it indicate a blue circle. I fly into the airport environment with a blue circle and strive for upper blue arc which is just above stall full flaps and just right fo flare. I wonder if you may want to share your findings with Don Maxwell and Alpha. Russ

Paul, I am trying to recall but no I gave up on full flap module, sent it back and got a refund. Maxwell tried to install it but the special IO for full flap condition needs a place to connect and see flap full. Maxwell tried and couldn’t find a place to wire it. The flap switch does not show voltage. All other circuits are integrated. He got frustrated being a pilot project for Alpha Systems. You probably would need to install a new microswitch on the gear that triggers when down. In the end, it probably is overkill because on my Alpha AOA the upper blue arc is full flap anyway. Russ

Enjoy. Russ

...do you think there is a correlation with the factory re-start, WAAS upgrades, etc to the Ovation owner holding onto their planes? Also, there is a huge step outside of something the performs equally and is equipped the same. $250K gets you a solid Ovation GX but you would need another $200K to get a similar G36 Bo. I can't think of any 175KT G1000 mid time engine airplanes in the $200K price range. Acclaims are scarce too. Russ

Original German paint spec to comply with strict EU requirement. Since modified. Original props had short stainless edges and now uses longer nickel. Russ

Thanks Steve. I can't find any info in my logs other than the AmSafe's were checked with a special tool, and that is from Premier and Maxwell annuals on different occasions. Russ

The changing of the tach on the G-1000 display to 2700 is not a manipulation, it is a selection. Since they are an MSC they should be able to consult the factory quite easily. Also, not sure how the TN fuel flow works on the ground but if similar to the IO-550 Ovation we are running 27-28 + or - gph on take off. I would expect the same fuel flow at a given rpm assuming same temps, MP, etc. Am I wrong? 27" and 2300rpm was 13gph it should be the same after the governor spring swap. Hope they got your fuel flows correct. Russ

Would anyone happen to know what the requirements are to have the OEM AmSafe systems overhauled or replaced due to service life? I believe there is a 12 year service life and it requires replacement of the 4 seat inflators and overhauling the controller. Its an expensive thing to do. I do not see much mention of the AmSafe's being overhauled or complying to service life restrictions on plane listings for Ovations, Bravos and Acclaims. AmSafe's web site does not do a good job of providing this technical information. Throughout my logbook I see that the AmSafe system is checked at annual. Russ

Jeff, I am trying to measure performance and am wondering where on the Cloud Ahoy app you see the distance for take off? I looked all over this app and can see the graphic of take off roll but not the net footage. Thanks, Russ

Strange indeed. No wind info. No Hdg. I wonder if one of the AHRS connections are loose or something. I have the .34 software and have never seen these issues. Zip over to KHYI and see Brian Kendrick. He is a G-1000/GX expert. Russ

Strange thing but my GTX does not automatically connect via Bluetooth whereas my iPhone does. I always have to go to settings on my iPad and join the connection. I wonder if your iPad is even connected when in the cockpit. Russ

Thanks to you for getting the M20R’s profiled in Savy!

Yes Anthony, the 3 into 1 probe shows up on Savy as TIT. Russ

I wish to share my experience in finding an issue with my ignition system. I really like the Savy Analysis tools. I can sit on the PC for hours and view the data from my flight logs. For the past several months I noticed a stumble while flying LOP. I call it a stumble but once at LOP I feel a very quick shudder almost like turbulence for a nanosecond. All engine indicators are in the green. After researching this a bit more I decided to test the ignition to see if something can be revealed as a weak link. I have a new ignition harness, recently overhauled mags, and Tempest fine wire plugs with 300 hours on them. I flew at 8500 and ran an LOP mag check per Savy instructions. Their detailed flight analysis showed the following. The L, B, and R stand for "left mag", "both mags", and "right mag". Note the EGT1 going cold during the right mag test. While on the right mag, sparkplug on cylinder 1 was cold. It was not even firing I do not believe. The engine was rough on the right mag. I replaced the plugs on cylinder #1 and ran another test. Indeed the bottom plug was bad with a cracked insulator. My A&P said it looked like it had been dropped. See the new data with new plugs in #1. Now temps are normal and the engine was very smooth at 50 LOP. Savy has some very nice analysis tools and I appreciate the help in determining the source of the issue. Just sharing this information in hopes it helps someone. Russ