tascher

John, The Rosens do cover the overhead switches when stowed up and to the rear. It's entirely a matter of personal preference. I'd rather have functional visors in exchange for reaching under the visors to flip on the lights. Others might not want to make the trade. Regards, Tom

The Rosens fit long bodies. I have them in my Ovation. They can fill the windshield down to the glare shield as pictured to the left here. The 310hp power schedule (minus the temperature correction note) is available as a PDF. I keep it on my ipad. Regards

Mark, I have nothing to add on dry panels or leaks, but for an additional fluid source, you can try these people: http://www.tksfluid.com They ran an end of year special that included shipping on drums, so the listed prices were all on a delivered basis. They're currently posting a $100 coupon. Maybe that's enough to cover freight from STL to Y47, but given the weight of the stuff, it's probably worth calling to see if they'll throw in the freight. Tom

Cody is the go-to here and his Hartzell over speed chart answers it - 103%, but you're right, I should have made it clear that my suggestion to allow for a percent or two over 2,500 only applied to the props rated to 2700. I'd believe that there are currently 4 that meet that standard with approved STCs for Ovations (sorry not to have looked up the specific numbers): Hartzell "Top Prop" 3 blade Hartzell certified for the Acclaim S Hartzell composite 3 blade MT composite over wood core 4 blade Tom

Russ, The adjustment is either the high RPM (low pitch) stop on your prop governor or (less likely) the low pitch stop on the prop itself (page 6-34 in the Hartzell manual). With a 2500 RPM limited Ovation, I'd go for a stop adjustment just over your book high limit of 2500 - I don't recall the precise rule, but I think 1% or 2% over is legal. Tom

Thanks to Cruiser. I had missed the thread covering this: "The fuel tank contains 44.5 gal (168.45 li) fuel when level is at bottom of filler standpipe. An additional 5.5 gallons (21.0 li.) of fuel may be added up to the 0.37” hole located top of the neck in the standpipe for a total of 50.0 gallons (189 li.) in each tank." It would be interesting to know if the 3/8" hole can be added to ease fueling above 89 on planes produce prior to the increase in placarded capacity.

...and one other difference, the calibration/max displayed quality on the fuel gauges. I can fill to the point where it's sloshing out the filler opening and I'll still see 45/side on the Moritz gauges until I burn off enough fuel for the gauges to come into play on the downside. Is the S max displayed quantity 37.5 (38) per side?

Jorgen, I fly a R rather than a S, but I'd believe that all the long bodies have the same standard tanks. The differences are in the filler necks and placarding. The "top of the bottom" of my filler necks get me to 44.5 per side (the bottom of the filler neck is higher closer to the front of the wing - maybe it's level when the plane is level rather than nose high on the ground) for a total of 89 gallons. There's quite a bit of space from there. I don't know if the factory will still sell it, but I'd believe there was an STC to drill a vent hole high up on the filler neck and take the marked capacity to a total of 100 or 102 (current production standard tanks - no different from yours - are marked 100 gal total). To the first part of your question, it's unlikely that anything is wrong with your totalizer - get the air trapped around the filler neck out and fill it right to the very top of your wings and you have over 100 gallons. As to a reliable way to stay at 89 without draining your tanks, filling to 44.5/side and then marking your filler necks, I don't know. Tom

All the numbers and go around advice posted in reply look good - the pitch up going to full throttle with full flaps gets your full attention. I'm sure we've all developed our own variations on the numbers. The only things that I would throw in - to use or toss as you see fit - are as follows: Bob Minnis, who is behind the 310hp STC and I'd believe was lead on the IO550G project at Continental, will tell you to keep 2700 all the way uphill - at least he has said that in the past. I can't quite bring myself to do that and reduce from 2700 to 2600 anywhere from 1000' to 2000' into the climb and keep 2600 for the balance of the climb through level out. I've taken to 2550, WOT, ROP, in cruise (roughly 7000' and above - lower altitudes result in MPs above 78% on the Midwest STC power chart) and pull it back to 2400 (or lower) for the decent. I very slowly dial back throttle and dial in mixture as needed to keep MP and EGT below whatever I happen to have for target numbers at first level off i.e. between 22" and 23" and no greater than whatever cruise EGT I come up with after level off and acceleration - say 1500 from the reading at the junction where the exhaust stacks come together (significantly cooler at each individual cylinder). I repeat the process with the appropriate lower MP target going into the IAP or the pattern. (I learned the hard way with a few hair on fire pattern entries in my early hours in the plane and a bit again after the conversion from 280 to 310). I do subscribe to the leave the mixture lean for landing school. When the power reduction starts dropping the EGT I leave the mixture alone (up to the moment that I have to go around. Yes, I was slow on that once or twice, but I usually taxi in lean.) I do advance the prop on final once the power reduction takes it below the set RPM - I figure its worth a little more aerodynamic braking. Lastly, I've learned to slow it down on short final. Unless gusty or landing on an infinitely long runway, especially if flying alone and/or with a light fuel load, a short final number closer to 70 than 80 makes life a lot easier. My 2 (or fewer) cents...

Robert, Yes, the 280hp STC on the Eagle bumps the redline up to the Ovation 1&2's 2500rpm limit. A 2700rpm STC pushes horsepower on Eagles and Ovations alike to 310 (the STC "included on the factory Ovation 3). I'd believe both STCs require a 3 blade Hartzell - either the standard top prop, the composite version, or the prop developed for the Acclaim S. The two latter props require additional STCs. Regards, Tom

Completely agreed that the EDM numbers drive decisions, but I don't go quite as far as ignoring the Moritz numbers. The original ship's gauges still serve as useful backups and as a 2nd opinion if something looks squirrelly. I actually like the Moritz EGT as a quick look tool on decent.

Phred, As a shameless fuel burning ROP guy, I'm of no use to you on LOP pointers, but as a 2000 O2 driver with an EDM830, I can tell you that it's not unusual to see a 100F spread between the Moritz EGT at the exhaust junction and actual individual cylinder JPI EGT readings. I typically see a Moritz peak reading in the range of 1620 to 1630. The actual peak decision is on the JPI - it tells you. As noted earlier, do it quickly and get it over with. Think orange, because that's the color of your exhaust for the few seconds that you're around peak. At big power settings I usually run a minimum of 100F rich and often throw even more fuel at it than that. As a ROP cruise rule of thumb I look for a Moritz number in the 1500F zip code. I haven't bent or burned anything yet (other than fuel), but have to confess to the same I'm going to break something chicken out feeling that you describe during my first couple months of leaning. I learned about the Moritz probe mounting location and a host of other operational issues at my first MAPASF seminar. It's worthwhile. Regards, Tom

All the aviation databases are now up to date.

SOLD: Aera 510 for sale: $550. The unit is in good condition, and includes the XM-WX antenna as well as the pictured cords and mounts. Please note the side view of the Aera in its primary mount - the custom fabricated aluminum plate allows mating the aviation mount to any standard camara mount. The Panavise 809 Camera Window Suction-Cup Mount is included. The result makes it easier to mount to a side window or even your windshield, floating over the glare shield, keeping the unit close, but off the yoke. Also included is the dashboard mount for automotive use. The screen has one flaw, which only shows when the unit is shutdown. Look in the upper left corner of the photo with the unit off. It does not show when the unit is illuminated - all the pixels are good. I have misplaced the pilots guide. If I find it, I'll send it, but for now the Pilots Guide is posted here: http://static.garmincdn.com/pumac/aera500_PilotsGuide.pdf $550 delivered with a data base update. Please let me know if you have any questions. Tom

The PowerTow has been claimed. Thanks to all who expressed interest. Tom