PMcClure

Meridian is a nice stop. I like to take the kids there. They love the ice cream. A little further to east you can try Shelby County. They usually have the the cheapest fuel and are real friendly. KEET.

Couldn't hold 120, which is my usual in cooler temps. I haven't had the plane long enough to establish a real evaluation of oil consumption. But If I am using a quart every 5 hours I would be surprised, although there is enough belly oil residue to notice. Wouldn't a valve show up with higher EGT?

My 2002 Ovation has about 1100 hours on it and I bought it in November last year. Now that the outside temps are higher, I am getting a persistent problem with #5 CHT. I can now barely keep a 500 fpm climb (OT at 30+ C) and can not lean to desired cruise settings without the CHT climbing above 390 at 65% power 10,000 ft. A few more facts/questions: 1. I am trying to keep CHT under 390 (prefer 280). Other CHT's are well in line at about 350. Next highest CHT is #6. 2. EGT on #5 is usually slightly below rest of cylinders. 3. Performance seems fine otherwise, oil consumption is normal. 4. Baffles look fine. I tweaked them a little and will try it again. 5. The alternator set-up seems to give very good flow (no need for Pixie hole amendment). 6. Getting some lead or oil fouling consistently on #5 plug (L) I am going to replace the plug in the morning and borescope and test compression in the morning and have the AP double check the baffles. Any other suggestions or thoughts? PS - Am babying it to shoot for 380? Alarm is set at 450 from the factory and I believe the engine manual allows up to 465?

This is amazing to watch. I had something similar happen at my home field. We were coming in at night and the weather was wildly variable. The ceilings and visibility given on ATIS was varying wildly from clear to 1/4 mile and 100 ft. 25 miles out we were in clear air. We decided to shoot the approach and see what was really going on. On final, I could see fog on a nearby lake. Airport in site, we went for landing but the entire field disappeared just as I was over the numbers and starting the flare. We landed hard and couldn't see anything past the nose of the plane for about 2 minutes. Fog rolled in just at the moment we landed.

I think the F model is about the best value you can get. There are usually many good airframes available for less than $40k. You can get a nice one with A/P and decent avionics for $50-60 and a cream puff for $70 (but then the J's start creeping in). My partners are still flying their F near 1600 hours on the engine and over 5000 TT. It has a simple GPS, glide slope and old narco radios. It looks great from 20' and is very reliable with great range and a new interior. When I sold my share, the total value would have been $40k.

Happened to me a couple of times in my F. Once on a hot day with rising terrain. After that, I added the friction lock to the check list and made a habit to keep my hand on the throttle and my fingers in front of the lock and physically keep it WOT in the climb.

My conscience is clear. N1051K over and out.

Thanks for the help. This hose is toast! I found it one cold day over PA. I froze for an hour and nearly had to land because my fingers were getting numb. I can't tell if it is a 3" hose or not? any idea the usual size?

My hose under the passenger side has several holes. It is the black one running from the fresh inlet to the defroster fan (I think). What size hose is this and any suggestions for getting the old one off? It seems like Otis glued in place? Should I just cut it???

Instructors don't bring low time student pilots into IMC for a good reason. They don't belong there.

Robert, I was surprised at the turn this thread took. I just spent the last hour reading through it again. I am worried about you friend. Scud running, ice, IMC all with less than 100 hours? This shows a lack of critical decision making skills. Flying a Mooney in weather, cross country is a complicated thing, full of risk and unexpected dangers. Flying around the local field for fun is not the same thing as loading up the family and heading into weather. I change my earlier advice and suggest you not pursue your IFR rather stay close to home in severe clear weather for a long while. Please evaluate what you said you have done on this thread. Besides incriminating, it is downright dangerous. One phrase you said really scares me: "scud running with ice building but ???no issue???? because lots of airports around." Come on man, that is a frightening statement. Scud running with ice - no problem? I see a problem. Don't you? You were lucky with this IMC thing. You need to back up and reassess the real issue. It's not the plane, the weather or the instructor - look in the mirror and get serious about flying or find a better hobby. At the very least, increase your life insurance and keep your family and any passenger away until you can be safe.

100% agree - get an IFR rating if you will be doing XC trip. A Mooney will carry you and friends up to 1000 miles in a few hours. This is enough time and distance to cross weather fronts and encounter a variety of conditions. Your insurance will go down and you will be a better pilot, again.

I think you did a good job getting everyone back to the ground safely. And you learned a lot from it too! A couple of suggestions for future XC flights: 1. Make sure everyone knows you can cancel for any reason at anytime and no bitching is allowed. Everyone knows up front that if you cancel, it is your call for their safety. It's amazing how much pressure this step takes off. 2. Always get a full weather briefing from FSS. 3. Establish minimums and don't violate them. 3. Always file IFR or use flight following when enroute with non-aviation passengers (and family). Please don't give up on flying. You already proved you can handle more than many pilots. You might want to back off family on XC flights until you have more experience. But you did a fine job and I would fly with you any day (weather permitting of course)!

Pretty awesome congratulations!!! PS - get that boy some pillows to sit on!!!

If you don't mind me asking.... How much were the parts and labor? I am almost at the spec limit on my O and deciding to do this annual or next. Thanks!

This is very true. There is plenty of room in the Mooney but loading is not as easy with the small baggage door and single cabin door. The F model has some awesome load capabilities. When comparing against the C-182, you have to consider the amount of fuel needed for the trip. With the F burning 9 gph on a 3 hour trip means you only need 36 gal of fuel (with 1 hour reserve). With a 1000# useful load, you can haul 4 180lb people plus 60# of luggage and still be legal. And you can go 560nm non stop. Hard to beat!

I had a 68F followed by a 1998 B36TC and now a 2002 Ovation. The F model was the most economical and also has some good load carrying ability (about 1000#). It was very cheap to operate at about $60 to $70 per hour and a good 140knots. It was an old plane and have a lot of bumps and bruises but the equipment was simple and I had a very good dispatch rate. I left because it was too difficult to upgrade avionics without spending more than the plane was worth. The Beech was a joy to fly, but expensive. The extra door was nice for passengers and it had a good load carrying ability, but used more fuel so this was about a wash. I took the family from NY to CO to Miami in that plane. Compared to either Mooney, it had more utility because it was easier to load and go. I found it more comfortable too ( 6'2 and 180lb). The Ovation is by far the most beautiful aircraft of the three and the best avionics and the fastest. Somewhat limited load. I briefly considered a Saratoga and a 182 before the Ovation. The Saratoga was slow and flies like a 80's mid size truck. The 182 was very capable. But comparing a Mooney to the C182 on a 3 hour trip, the Mooney was faster and more efficient and comfortable. I think the C182 has more utility though. So it depends on your mission. As an example, I took some samples down to a customer in New Orleans and picked up a small machine. Loading the Ovation was almost comical. I was sure wishing I had the Bonanza (or a C182 or Pilatus!!!) but cruising 300 miles to see my Mom at 255knts ground speed and 16gph in the Ovation, I am sure happy I have the Ovation. If your goal is to get somewhere fast and cheap, the Mooney is your best friend. If you need to utility and fly to short or unimproved strips, the 182 is a good choice. Need to do both? That is what they make dual hangars for!! Comparing the maintenance of the vintage vs modern birds, I found there was more mechanical maintenance on the F model. Generators, starters, etc... but these are easy to fix. I found with the Beech (and perhaps the Ovation) that all that new stuff breaks too and is more complicated to fix. My Beech spent more time in the shop than I did flying it (Autopilot, AI, Traffic system, cylinders....). Sorry for the long narrative, but the story continues.......

I think the newer models have a timer set on the overhead light.

I read an article once (can't find the link again) where the red carpet got caught in the door of a biz jet. They managed to taxi and take off before finding "unusual control difficulties" only on landing did they find the problem!

Now I just need to find some Pixies to drill that hole!!

My Ovation 2 is getting the same results. #5 is always the hottest and reaches 390-410 on climb out. I checked the baffles and everything looks good. Others are around 350-360.

Good thing you noticed before you took off. I had a similar problem once in my F. I didn't notice that the drain stayed open and was surprised how much fuel was used in a one hour flight. Since then, I sump the fuel first and do the balance of the pre-flight, checking the ground under the wings and engine for any leaks before boarding.

I agree it is not scientific and I have no way of know what the sellers actually did. Most ads say STOH or since new cylinders. But it does agree with my own experience and feedback from shops.

The Acclaim data is also interesting - 3 with more than 1000 hours. one at 1140 no mention of cylinder work. Another made it to 990 before cylinders were replaced and another to 1300 before a factory new engine. Of note, 2 examples of planes with 450 hours or less TT with tops at 350 hours.