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

Walt, Thank you for the reminder. I knew I forgot something in the listing, but couldn't put my finger on it: Airplane not included. Thanks for the paint compliment. Tom

For Sale: Very good condition 40EZ with Mooney extension arms and nylon adapters, as well as Beech Bonanza/Baron nylon adapters. The extension arms also fit Beech Sundowner, Sport, Musketeers, Cessna singles, etc. If you need them, you'll likely know what they are. The tug sat nearly new and unused for the last few years. Tuned up, carb cleaned, new plug last week. All adapters and arms in place purely to show what's included - you wouldn't set it up this way. I could stand to detail it a little, but it's as good as new and ready to tow right now. Pick up at KDDH, Bennington, VT. First $850 buys the tug, extension arms and all adapters, configured however you'd like them. PM Tom

David, You are absolutely right. Foreflight makes the same point in their posting about Stratus and traffic service. They focus on transponders for compliance, but the GDL88 also complies (and the WAAS version allows you to avoid buying the WAAS GPS needed to bring a mode S transponder up to the ADS-B "ES" spec): http://www.foreflight.com/stratus "With certified ADS-B out options now available for aircraft, pilots can equip with an “out” transponder and get a very useful traffic picture. Without this “out” equipment, however, pertinent traffic is rarely visible since ADS-B towers remain silent until contacted by an aircraft equipped with ADS-B “out” capability." Regards, Tom

daver328,I'd believe Bob Belville is spot on for current GDL88 direct display options. In fact, the GDL88 will not display on G500/600 systems until a software release schedule for later this year (and may never directly display on Garmin's competitors' screens)For indirect display options, a GDL88WAAS / Foreflight / Stratus 2 set up should work well. If you are within the service coverage of an ADS-B ground station, the GDL88 broadcast will trigger the ground station to broadcast the traffic picture. Your Stratus box should receive that picture and post it to Foreflight. The caveats should be the same as if you had installed a GDL88 with a GTN750; the ground stations can't rebroadcast targets that they can't see. If a target is too low or out of range, or simply isn't squawking, there won't be anything for the ground station to show you. With or without the Stratus box, the GDL88 should give you traffic position call-outs if you tie it into your audio; if the GDL88 can see it and its close enough to matter, you should be able to hear about it.I do not know the answer to your last question. I did a search for "406" in the GDL88 Pilots Guide, but could not find a reference to the box providing position data to an ELT. You'll have to ask your avionics shop about that. A cheap way to test all of the above (minus the 406 question) is to fly with your Stratus and Foreflight in an area with current charted ADS-B ground station coverage and a high probability of an equipped aircraft being in the neighborhood to trigger the traffic broadcast. If you try it - or you're already in an area that fits that description - and you never see any traffic on your ipad, it might be worth checking your Foreflight display settings. You should be able to see the same traffic picture as the aircraft that triggered the broadcast. Adding a GDL88 means that you'll always be that triggering aircraft. Without an ADS-B out source like a GDL88 or an ES transponder, you could be surrounded by other non-equipped aircraft, fly directly overhead an ADS-B tower, and see nothing.

Agreed. The Ovation is a completely different plane post conversion. To the TBO and fuel flow questions: Although the bump from 2500 to 2700 is significant, TBO is unchanged. There are thousands of 2700 rpm redline, 2000 hour TBO IO550s out there in the Cirrus SR22 fleet. Fuel flow is another matter. Higher rpms / more power demand more fuel. The max fuel flow on a converted Ovation is set dramatically higher. If you want to run flat out, you're going to inhale fuel. The plane is not, however, any less efficient post conversion. Pull the prop back and you're flying the same plane as you were preconversion. I'd believe the only point in the power chart with any inefficiency when compared to a 2 blade Ovation is below 65% power. My understanding is that the drag from the 3rd blade begins to take its toll at lower power settings. The same drag becomes a benefit on final; the 3 blade Ovation is a little easier to land.

Joe, Congrats on your purchase. I fly another 2000 O2 and flew it behind the 2 blade prop for several years. The 2 blade prop was a credible cruise performer, but during the summer the plane turned to molassas on takeoff. If you operate out of longer runways, you'll have no reason to care, but anything under 3,000' will get your undivided attention when launching heavy with 2 blades on a warm day. Once wheels up and accelerating, the 2 blade McCauley won't win any time to climb awards, but it gets the job done and is at the upper end of the cruise performance charts. I made the conversion to 310hp and 3 blades last summer. I was amazed by what I had been missing. Because the conversion was completed in a single step, I can't completely isolate prop performance from the horsepower bump, but the combination has cut my take off distances by at least 50%. Runways that I had ruled out on warm days for anything but solo flights with light fuel loads are now comfortably fair game at gross. The plane is smoother and feels more solid - at least compared to the ride with 2 blades. The loss of a few knots as mentioned above is rumored to be the rule with the standard Hartzell top prop conversion. The cruise loss, together with the weight penalty - the standard 3 blade is significantly heavier - kept me from pulling the trigger. What pushed me over the edge was the availability of the prop developed for the Acclaim S. I don't have my logs in front of me, but I'd believe its only about 6 lbs heavier than the 2 blade McCauley. It delivers transformational runway performance AND its a couple of knots faster in cruise (at the same power settings - not at 2700 - who knows what that would add). The prop is a Hartzell PHC-J3YF-1RF/F7498. Minnis Aviation holds the STC. Midwest Mooney completed the installation. The MT guys recently announced a STC to install a 4 blade composite on the Ovation. It is supposed to be quite light. There's no question that it will hold its own coming off the runway and in climb. I do not know how it stacks up against the Acclaim S prop in cruise. The MT wasn't ready last summer; I'm very happy with what I'm flying. Regards, Tom

"The real question becomes how many hours does my engine really have since this is probably an issue since it left the factory." I had a few flights in my Ovation 2 a couple of years ago with the same symptoms; tach readings which, if real, would have spelled the end of my engine and Hobbs readings significantly higher than expected. The Air-Mods guys @ N87 traced it to a connection behind the ignition key. All tach and Hobbs readings have been normal since they repaired the connection. I have had the 310hp upgrade installed since those bad readings and subsequent repair. The STC requires a 2700rpm primary tach, for which I'd believe both the horizon and the EI are certified. I called Moritz about the possibility of having the original equipment tach recallibrated and relabeled for 2700. They couldn't/wouldn't do it unless they recertified the entire instrument strip. If every single Ovation, Bravo, and Eagle driver with Moritz strips banded together and said lets do it, maybe Moritz would take the bait. So now I've got an EI. The Moritz consistently reads 20 to 40 rpm higher than the EI, but they are both counting pulses from the same junction behind the ignition switch - I watched Matt at Midwest Mooney wire the EI. All of which is a long-winded way of saying that there's a lot going on back there at that connection. If I were checking connections related to the tach, I would have started at the engine. Maybe it's obvious to everyone else, but the ignition switch connections wouldn't have made the list. Make certain that they've been checked before springing for a new tach or tach generator.

Thanks thinwing. I was determined to keep the backup primaries together. I've seen a few other Mooney G500/600 installations set up the same way. It just makes sense. Sorry to hear you got jammed on yours.

"I posted a thread looking for help on a Lug Bug that I horse traded for. I need parts for it and no one seems to know if they are still around and I have googled myself silly trying to find them." I didn't see the earlier lug bug string, so my apologies if it has alrady been covered elsewhere, but the Aero-Tow tugs are the direct decendants of the Gettleman tugs. You can compare the below to your lug bug: http://www.aero-tow.com/E1800.html There's a chance that the new Aero-Tows share some underpinnings with the earlier versions. I would try them for lug bug parts support. If all else fails, there's always your local fabricator. I recently picked up a lug bug (you can't actually pick it up - it's over 400 lbs). It is overkill for any flavor M20, but you can do things like quickly walk your plane to the pumps and move your buddy's King Air at will. I can also recommend the old Supertows (pre-turntable), which occasionally show up for sale in the usual places. Again, gross overkill, but it gets the job done...

I moved the go around button down and to the left. I gained a little more real estate and the ergonomics are actually better. It falls under your thumb as you push the thottle forward. I also repositioned the rudder trim rocker and indicator. The 730 improvement over the 700 is well worth the panel surgery effort.