PMcClure

I have a 280 hp, three blade prop (and A/C) Ovation and typically plan 180knots. I usually get 170-175 LOP and can get 180-185 ROP. Peak power, I have seen over 190 at altitude. Below 3000' and full power, 190 is very easy. 170-180 is very common on XC flights. Paul

com·mu·ni·ty kəˈmyo͞onədē/ noun 1. a group of people living in the same place or having a particular characteristic in common. "Rhode Island's Japanese community" synonyms: group, body, set, circle, clique, faction; More 2. a feeling of fellowship with others, as a result of sharing common attitudes, interests, and goals. "the sense of community that organized religion can provide"

I would plan/budget for a new engine but hope for one that could be salvaged.

Lots of good advice here. I have always believed that money will come available for a good project. Can you find a partner who can back you while you do the hard work? Or maybe the family could partner with you to get it airworthy again. Your mechanic? Then sell it together or get a loan for yourself. Get creative and find a way to make it happen.

I can't help you with real world experience but I did consider a Bravo before buying the Ovation. Higher fuel cost and higher overahaul and maintenance made me favor the Ovation. 175-180 TAS and 13-15 mph with not not more maintenance cost than a J or F (other than the 2 cylinders). It's hard, but you can find a O or Eagle below $150k.

My experience - sounds like a servo. But I suggest you call AP central and ask for help. They have been great to give free trouble shooting advice over the phone to me (PP) or my mechanic or avionics tech. Then they can recommend taking the mostly likely component that needs attention and send to them for inspection and repair if necessary. Paul

Perhaps Terrain Separation in this case? Minimum altitude along that route look like they are 8-10k.

Mine doing exactly the same thing. Found the sensor was faulty.

Depends on the model of Mooney. My ovation has lots of room. And the F and J aren't bad either. Never had a complaint from anyone on either position (front or back). The back seat is a little hard to get in and out of for older people.

Sounds like a good way to have an unintended stall.

Just thinking about my aircraft - 15 years old, 530/430 waas with traffic and storm scope, XM weather, soon to be ADS in/out and a KFC 225 A/P. I have the 6 pack gauges, by choice. Aircraft like mine are prime candidates for an upgrade like a G5/KI300 if it could tie with the AP. I don't understand what an Aspen or G500 gives me that I don't already have. I have over 40 hours with a G1000 so I do understand it. The only thing I truly liked about the G1000 was the GFC700 A/P and getting rid of the unreliable King AI. (Although my early experience with the G1000 was not much more reliability). A digital AI and A/P would be very attractive to me and I doubt I will ever upgrade to a flat screen panel. However, I am very happy with the KFC 225 for now and won't replace it as long as it works. But could see a cost benefit if I start having to replace servos regularly or I have a critical component failure. But did I read this right that the G500 won't give vertical guidance? I would think there are a lot of later model A/C in the 1995-2005 pre G1000 era that would be a good fit for an digital AI driving a current or new digital A/P. And this would not necessarily hurt G500

Looks like a good deal to me!

I flew a Bo for a while between an F and R model Mooney. I found the Bo an excellent plane and very easy to load with the rear doors. It was easier to fly and more stable as well. The useful load was about 200lbs more than the R and 100 more than the F. But the extra fuel penalty took about 120lbs of that (18gph compared to 13) on a 4-5 hour flight. I found the Bo to be extremely limited in range and payload. But more comfortable to fly and easier to move around the cabin. Especially after I took out the 2 extra seats because I couldn't load them with butts (due to weight). If I went back to a Bo, I would make sure it had the tip tanks, which increase payload and fuel quantity. +1 on the A/C. I have it on my R now and can't imagine flying without it anymore, especially in the SE.

And how many have made that decision in advance? Engine out before XXX' and land straight ahead.... Some priorities and decisions need to be made in advance. If...Then.... I would assume the same applies to the chute pull.

I prefer to have more options. But with more options, decisions become more complicated and require practice.

I think he is saying that without a chute the only option would have been a forced landing.

Tach works OK?

Whoa there - what are we talking bout?

No comment.

Per my POH - wing gauges are calibrated for on the ground and panel gauges for in the air. (2002 Ovation). On my plane, full is technical to the bottom of the tab (89.5 gallons) but I can go to the top with some patience (102 gallons). The Ovation has a 5-7 degree ground stance for prop clearance and take off distance improvement. Personally, I have found both the ship fuel gauges (panel and wing) dead on accurate and better than the 700 engine monitor. But I trust none of them.

Love it - but looks like he should have gone around - after three bounces you have to worry about the nose gear collapse or a prop strike!

I bought one from Laser and they loaned me the tool for free (After return). Paul

When I think of Amelia Earhart, I don't admire the piloting skills. And I don't think we can judge her by today's standards of aviation and navigation. What I admire is her spirit and drive in pushing the envelope of what was considered possible - that bold spunkiness that used to be characteristic of American heroes. Flying was an adventure then, especially for a woman. Sure history and propaganda may have elevated her status and mystic but let us give her the credit due. Could one of us even imagine a transpacific flight without a GPS today? And for her refusal to learn radios - sounds like some guys on here that still insist that paper charts are better than digital, or fail to accept LOP, or new approaches to engine management. How many times have you heard - that's the way I have always done it and I am not about to change now?!! Go back to the 1930's and I bet most pilots were like - Radio's...pfft who needs radio's. One interesting side note, I travel in SE Asia and Pacific a lot and once saw a worker in an Indonesian tuna factory that looked exactly like pictures I have seen of Amelia Earhart. I stopped went back and talked to her but didn't even know who Earhart was. Maybe that is a bias for another documentary.

N1051K is approaching 15 years old and I am approaching 48. We are both showing some minor wear and tear. Looking for a good detail shop in the SE that can do touch up on paint, wing walk, interior deep clean, etc.. And my birthday is coming up next week so was hoping the family would pitch in and pay for it! Any suggestions on shops?

I have halos, a Bose, Zulu and 2 sets standard of DC's in my plane. Everyone who gets in wants a different headset. I prefer the Zulu but find I get a headache from clamping force. So I use the halo's on the 2nd leg of long trips.