kevinw

There should be no compatibility issues at all. Installation would be rather simple if the access hole was a bigger. You don’t take the front cover off but rather the access cover just below it. It’s small making the work a little tedious, but I got it done. Someone posted on here, specific directions on how to do it which helped a lot. Just let me know if you wanna go ahead with them. Sent from my iPhone using Tapatalk

For sale I have four 28V Whelen LED lights. 2 landing (PLED2L) and 2 taxi (PLED2T) lights that were removed from my Ovation. They were working normally when removed and only done so to upgrade to the G3 lights. Ebay prices are roughly $100-150 each. All four are available as a package deal for $300. I will not sell these individually; package deal only. I will include free UPS ground shipping to addresses in the continental US.

I read this on a previous post you commented on and thought I'd give it a try. I have to say, after using this method 3-4 times, it has worked flawlessly. As you mentioned, the key is to be ready for the boost pump when it stumbles. Good advice, thanks.

I'm having a similar problem with mine. My right side sticks at 32 gallons every time until the fuel level drops to about 28. It's getting hung up as @LANCECASPER said and needs to be bent. Waiting until annual in October. I hear this is a common issue.

Price lowered from $2,500 to $2,000

Thanks for all the information. I was just commenting on this post a little while ago indicating that I'm seeing a 3-4 knot increase, no where near 10. I do not have TKS and now see 182-183 kias with my 24/24 power setting. I appreciate your insight on power settings and LOP/ROP operations. I've asked a few people if I should pull the RPMs back to 2550 during climb; one told me yes and another said to leave it at 2700 all the way up to cruise altitude. I've always been open to running LOP but just never felt comfortable trying it. I have two questions for you: When running LOP does it matter what altitude you're flying at? i.e. Does the engine perform well on short flights at lower altitudes such as 5,000'? Second, at what point do you start enriching the mixture as you reach your destination? Before or during decent? I guess if the entire LOP procedure was clearly explained I would be more comfortable with it. I have a JPI EDM 900 in my panel so getting to LOP should be easy. I should probably run a gami lean test just to make sure my engine can run LOP. Thanks for taking the time to post this. I will certainly refer back to it. Kevin

Given the information above, does anyone here flying a Ovation use low boost pump on takeoff? I do not (per the POH) but after reading this thread perhaps I should on hot days.

My mechanic told me the top prop is simply a more efficient prop than the McCauley and that I should see a little increase in cruise, but not 10 knots. After about 10 hours I can say he was right; I'm seeing 3-4. On the flight home I thought it was more like 6 but that must have been a good day. I previously trued out at 178-179 and now I'm 182ish with the same power settings. One thing I didn't expect is the new prop seems to slow the plane down by creating a little more drag at idle. I was doing power off 180s the last few days and noticed I don't glide quite as well and have to make my turn sooner.

The 2-Blade McCauley prop on the Ovation 2 gave it the fastest cruise speed but the longest ground roll on takeoff. I'm replacing my 3-blade McCauley on my Ovation with the Hartzell Top Prop F7498 as part of the 310hp STC. I haven't picked it up yet but I read here on MS that I could gain 10 knots over my McCauley 3-blade (which is listed for sale in the parts page). I true out at 180 @ 7-8000 ft, 2400 rpm now so time will tell if I can get it to 190. Seems too good to be true but I'm hopeful.

Nice Ovation, and one with a good Useful load. I own 29-0168 and it has exactly the same UL of 1087. The buyer of your plane will really appreciate the ability to carry four people with a decent amount of fuel onboard. Now if I only had your panel... Good luck, it should sell fast.

*Price Reduced* I have a used McCauley 3-blade propeller for sale. I am in the process of upgrading my Ovation with a new Top Prop as part of the 310hp STC. I just received word my new prop is shipping and looking to see if there is anyone here on MS interested in the McCauley before I list it on ebay. It has 415 hours since overhaul and 1,024 since new. Normal wear, seals are good with no leaks. $2,000 plus shipping. Prop will be at Jed-Aire Aviation in Benson, MN (KBBB) once the new prop is installed and will be available for inspection and/or pick up. Model: 3A32C418-C. See pdf at the bottom for overhaul info from logbook. N42TV Prop Overhaul.pdf

Great info, thanks!

My goal is to keep my altitude at 12,000 and I can't do that on this route IFR because the MEAs reach 13,000. Others mentioned doing this VFR and if I can stay under the class B airspace that might be the way to go. Thanks

Ok, you got me on that one. I guess I’m lucky I don’t have to deal with it like you guys do. Just looking for the easiest way into the area. I appreciate all the feedback Sent from my iPhone using Tapatalk

This seems to be popular opinion. I’ll take your advice (and the others who mentioned it earlier) and plan on one of the other airports in the area. Thanks Eric, this is very helpful. I appreciate the details Sent from my iPhone using Tapatalk

Perhaps this route, with help from @kortopates, would be a safer bet. Won't add much more time in flight either.

I won't be landing there, just passing the VOR but that's good advice for the future. I've listened to and read a lot about leaning the mixture when taking off from higher altitude airports but not much about landing so thanks for the info!

Thanks for all the advice. I'll take a look at a more southern route and watch the weather closely. I have to get out of the midwest first and that can be a challenge in February. If it's IFR I'll wait or just drive. With no experience flying down there I won't take any chances. I planned on filing IFR because I find it easier to transition into busy airspace. Regarding the destination airport, SDL is the most convenient based on location but I am also considering FFZ. I called Ross Aviation at SDL this morning to check on fees and they have a $10 security fee, no landing or airport fee, $25/night ramp fee or I can park in the transient ramp for $5/night. They also have self serve fuel at $5.21/gallon. I had read there are tons of student pilots at FFZ and DVT and that discouraged me. Thanks again guys!

I'm looking for some advice from people familiar with flying in the southwest. I'm planning a two leg flight from Iowa to Scottsdale, AZ in early February. I've read some previous posts on this topic but need a little more specific advice. First leg is easy, KCIN to KLAA. The second leg goes from KLAA down the east side of the rocky mountains turning west to ABQ. Here's where i need the advice. My planned IFR route once reaching ABQ is ABQ V190 LAKEY KSDL at 14,000 at about 11am or so. I've read about afternoon storms and severe turbulence over New Mexico. I'll of course get a wx briefing but do I need to be as concerned about this in February as I would in the summer? Second, it looks like coming into the Phoenix area from the east I'll need to lose a lot of altitude fast. Any advice about this would be helpful and more importantly, flying the reverse route home, performance requirements getting out of there. Aircraft is a 98 Ovation, 280hp with two onboard plus a small dog, luggage and full fuel leaving the area. I weigh about 175 and my wife 125. Thanks in advance for the help.

Hi John. I’m located at KCIN in Carroll, IA. At this point the TKS is just taking up space so if you have a way of transporting it, it’s free of charge to you. Sent from my iPhone using Tapatalk

George, No doubt Cirrus is an incredibly innovative company. I must say, you make probably the best argument about buying a new Cirrus over it's competitors that I've heard in a long time. I suppose I'm stuck in the 90's and still like that look and feel. Acquisition and maintenance costs were other factors that kept me from looking closer at a Cirrus. Aside from the $15K chute repack, which has it's obvious benefits, I was under the impression that annuals and insurance were much higher as well but after reading more of your posts, perhaps I was wrong. Regarding cost, the few I looked at online that I liked were around $250K and I had a max budget of $200K. I knew the useful load in a Cirrus was much better than most but I did not know it was over 1200 lbs with TKS and A/C. What generation do you have? Enjoy your new bird. I know my Ovation will serve me well. I bought it planning on it being my last airplane. Suddenly those plans may have changed. I don't know...we'll just have to see what happens.

As long as TKS or A/C isn’t installed and little or no baggage, you’re right. I looked at a 2000 O2 with TKS, that’s still for sale, with a UL of 917. With only 50 gallons of fuel we can all do the math. My point is not to bash these fantastic planes we fly but to point out a weakness I would like to see addressed. I’m glad I found the Ovation I purchased because I don’t think I would ever be happy with a Cirrus. Coming from a J with a UL of 900, I just wanted an airplane that could carry a load and feel lucky I found it. Sent from my iPhone using Tapatalk

I agree. We all know the UL is the Achilles heel in Mooney aircraft but it's speed and efficiency is the trade-off. It definitely costs them sales. I seriously considered a Cirrus only a few months ago for this very reason. Then I came across a 98 Ovation with a UL of 1066 and jumped on it. Once I remove the vacuum system and add LED navigation lighting I'm hoping to get it very close to or even at 1100 lbs. Like other models, such as Bonanzas, it seems like the newer the airframes the heavier they are. BTW, I also agree that if I'm going to spend $800K on a new aircraft, it better be able to carry four average size people or I'll keep looking.

When I think about why Cirrus is selling so many more aircraft than Mooney a few things come to mind. Cirrus is appealing to a different buyer. Wealthy middle aged people with minimum flying experience; i.e. the people buying new airplanes. These people are typically tech savvy and Cirrus fills that lane. All glass cockpit (for the most part), side stick control, designed for the most part to be flown on autopilot, modern airframe design and the icing on the cake is, you guessed it, ballistic parachute. Say all you want about BPS but it does two things for the buyer; it satisfies the wife and friends who are scared to fly in small planes but also gives peace of mind to high income buyers who may believe their demise will have bigger consequences than that of the average person. I think a good salesman could paint quite a picture to a prospective buyer with an important position within his occupation. The Cirrus may not be any safer than other aircraft but perception is king and all that really matters. One more thing, the SF50 gives Cirrus buyers a step up option that would be fairly easy to transition to. Even if a SR-22 buyer can't ever afford the SF50, they will always dream and this may weigh into the buying decision. I think Mooney drivers are quite different; we're purists who love the speed, handling and efficiency of a Mooney. Unfortunately, we are the minority in the buyer pool and the reason Mooney is in this situation. It may be too little too late but, in my opinion, to survive and sell new aircraft in this day and age, Mooney will have to really modernize and come up with a new or modified airframe with a higher useful load that's easier to get in and out of, with side stick control and I hate to say it, BPS. In essence, they need to build a direct competitor to the SR-22 because that's what most people want today. Just my $.02

I took a closer look at the cradle and they are short 1-2" tabs however they don't appear to be causing a problem. If you're still interested just let me know. Thanks