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I would think Rick has the answer. The plane on the ground is not level. Usually the leveling point is above the comm door in the rear. See your S&M manual for leveling instructions.

@Jake@BevanAviation does this PFT failure sound like anything you have seen?

I assume you mean sleep apnea - one should be able to get around that. But remember the FAA Medical Branch is a bureacratic meat grinder that will casually end your flying career for no real justification at all. It is run by bottom barrel physicians with almost zero incentive to understand the detailed reality of any medical situation. They will not do the right thing unless forced to do so. GET A LAWYER WITH EXPERIENCE IN AEROMEDICAL MATTERS IN DEALING WITH THE FAA. I can recommend a couple of excellent ones and share my related experience with the medical branch if you want to PM me. THIS CAN CERTAINLY WORK OUT IN YOUR FAVOR, BUT YOU HAVE TO BE VERY PROACTIVE IN DEALING WITH THE FAA.

TSIO-520-NB, Rockets

BAS Parts are parting out an Ovation, this is where to get the Encore upgrade parts. You are looking for gear spindles (lower main gear legs), brakes, brake masters, elevator aileron and rudder balance weights. The hardest parts to find are the gear doors, IIRC both the middle and lower gear doors need to be replaced, I got mine from the factory. Aerodon

Aviation applications seem to be paranoid about grounds, and tend to put more than needed. I suspect this is just for redundancy, but there may be some static/lightning mitigation going on as well. The pitot heater is just a resistive heater, so it doesn't care about polarity. A specific pitot tube may be made with one side grounded to the tube or mount, though, so it may be worth checking that.

That's an unusual main gear on that Ovation!

I thought someone would have posted about this salvage. BAS began Monday parting a M20 R Ovation..Lots of parts available for you Ovation drivers. https://baspartsales.com/blog/new-in-the-bas-disassembly-hangar-october-2nd-2025?_hsenc=p2ANqtz-8pVQavTMSiZYhyIkRZXxsBUYdhDXcSOEBB0VI99aFG-29Fcg89aVQ9BHixlChwZO_HwA_GUvJBj-NNgm5WhaSEZQibcw&_hsmi=383596616

Looks great! You'll like the recessed G5s.

Very good advice above. I fly an F which should have the same engine and cowling combo as your E, save for the cowl enclosure which I do not have. The only thing I can add to the comment above is that if indeed your CHTs are running in the mid to high 400s in cruise, that is much hotter than any angle valve Lycoming I've ever operated. In my experience, angle valve IO360s usually run considerably cooler than parallel valve O-360s. My IO360 runs low 300s in the Midatlantic summertime temps. In winter, #1 and #4 ure usually in the high 200s. Excursions to 400 are rare and would require hot OATs, low IAS, high deck angle and high power. It would require an extended period of inattention for any of my CHTs to exceed 375. Verify the instrument's accuracy before you anything.

yep stainless and nut plates don't play so well together. Toss the screw.

Carbon fiber overlay! Recessed the G5s too…

I need to make an offer on these for my 84J; they were done by Hector What would be a good offer?

Why did Mooney ground the other side of the Pitot through two connectors in the wing and panel all the way back to the cockpit? Also, is the pitot tube polarity sensitive? I would think it’s just differential voltage. Troubleshooting a J models system today. thanks, -Matt

Welcome… pretty E model you’ve got there. I’m a C owner, O-360, but my CHT doesn’t act that differently than yours. Of course, I have a doghouse, which presumably your ‘75 E doesn’t have. And you have an ARI or SWTA cowling mod? I’m not sure what affect that has on CHTs. At only 50 hrs SMOH you could still be breaking in the cylinders, especially if the overhaul shop didn’t run it on the test cell. Was the overall done with chrome cylinders? They might have a reputation for running hotter CHTs. So, start with standard troubleshooting the baffling. Good sealing against the cowling, the flexible pieces are bent the correct direction, gaps around the starter and alternator, inter-cylinder baffles on bottom of the cylinders are installed correctly. There’s many threads on lowering CHTs. As far as low oil temperature, I’d start with verifying the gauge is accurate. The sender can be put in boiling water to verify. It that’s good, then looking at the vernatherm to make sure it’s opening and closing properly. There’s threads on that, too. An engine monitor is a good thing… my factory CHT runs hotter on the scale than what is indicated on my UBG-16. Top picture is from the sales ad showing the gauge scales more clearly…

will check on the firewall SB, replaced wastegate last year and SB is somewhere in the paperwork, as for overhaling that cylinder if you must, It cannot be bored since nitride hardened, can only be honed, as stated before availability of exhaust valve and guide will determine timing, I have heard good things about Gann aviation and Gibson cylinders, when in doubt call Jimmy Garrison at GmaxAmerican, think he still has a personal Bravo and might know where a cylinder can be found, welcome aboard!

I figured Air Power would be our best/only option. Thanks for the great advice! The last time we replaced a cylinder we lucked into one of six on the planet that was immediately available. We aren't as lucky this time around. A benched spare would have been a great idea looking back as the prices won't ever come back down. At that time we also did a complete exhaust overhaul so those bits were addressed. As for the recommended settings for running the engine, I had never heard of the "53 rule". What a concise way to describe optimal running conditions. We service the engine "on condition" with analysis using the Savvy method. Savvy recommended usage is in line with what you described above; keep TIT 1600 or less, run 75-80% HP during cruise which comes out to roughly 53-54 using the rule LANCECASPER describes. Finally, monitoring TIT probe age is invaluable advice. Ours had probably aged out prior to the last cylinder servicing and was subsequently replaced. Looking back at the flights after replacement there was a notable increase in EGT/TIT temps that we summed up to be related to a properly working probe. Who knows if we could have avoided some of the exhaust woes we went through had we replaced the probe sooner?

Whalen owns and sells the Lopresti Boom Beam lights. I would contact them for parts. https://flywat.com/collections/boombeam-landing-lights

Mooney doesn't make the Intake Boot. They buy it from a third party supplier "Aeroduct".. This has nothing to do with the Factory. It is just a matter of placing an order.

I have a boom beam on my 89J model. It quit working. Are they still serviceable or do I just need to replace the whole thing?

Link to SB?

First need to clarify if the OP simply has obstructive sleep apnea, or actual anemia interrelated with some sort of sleep problem. If it's "only" OSA, the special-issuance medical has become very common and arguably trivial compared with other denials (I speak from experience, I've been carrying a 2nd class SI medical with OSA for years). Make an appointment with a sleep clinic. Meet the doc and pick up the at-home-sleep-test-equipment (make sure it's "Type II", see https://www.faa.gov/ame_guide/media/OSA_FAQs.pdf). Wear the test equipment one night, send results to the clinic. For better or worse, you're essentially guaranteed to receive a diagnosis for OSA and a recommendation to treat with CPAP therapy. Buy the CPAP equipment and get used to sleeping with it (this is the hardest part, but you can do it). As soon as you and your doc agree you are "tolerating therapy", you can apply for the SI. Downtime on this is measured in weeks, not years, and you can fly with a PIC-current qualified pilot and/or instructor while waiting on the process. There are treatments other than CPAP such as dental devices, but I can't speak to that personally.

I've been living with the factory-installed black knob in my C for 18 years now . . . .

Check with Mooney salvage yards for the vent piece. I would just paint the knob with blue paint.

Yes and no. There’s issues between FSDO’s and MIDO on this. To this day, FSDO’s are saying at IA renewal clinics that owners can get together to share in the cost of making the same unavailable part as a group. So, do we need to ask every FSDO and every MIDO if they agree on this or just the one covering the geographical area you are in? All communications with the FAA in regards to parts should be recorded or in e-mail format only because it’s likely you’ll need to remind them of what they said!