Rszent

This is awful how did the wing fail?? The aircraft was on an IFR flight no abrupt attitude changes all within speed limitations. But as you can see a spar failure ???

my 2004 Ovation averages 4-6 k per annual

https://aircrafticing.grc.nasa.gov/

Here is Continentals advisory...http://reiffpreheat.com/Continental SIL 03-1 Cold Wx Ops.pdf

I have an 04 Ovation left it with the 280 Hp and put a Semitar blade on it,,,Routinely fly out of 2500 ft with no problem whatsoever hot summer days and no wind condition,,,it will be fine 15% under gross...Although here in the northeast near the coast you will rarley see a DA much higher than 3,000 ft. With the 2 blade prop you will have a longer TO roll and with 2500 ft you will be pushing it esp if there is any obsticles to clear

This works all the time but be quick on the throttle and have a finger on the boost pump.... Everything full forward...Just a shot of boost pump 1/2 second...Crank engine,, will fire imediately bring throttle back to idle and may have to hit boost pump for a second or two to keep engine from quitting ,,then good to go... works all the time on hot starts on my 550 and on 360 s

If Intrested I made my own weight and balance for my Ovation .. It is in Excel and all the information can be changed to fit the loaded aircraft if anyone is intrested I can email it to you....

Get you daughter to sit in the back and hold them.............

Where are you based I am in DXR bought an 04 O2 as I did not want the G1000 for certain reasons.. If you want drop me a line...

Gald to see none was injured ,,, I was a bit sad to find this and see my old friend end its flying days... I had this aircraft for over 25 years made the cover of MOA mag and fly it everywhere all over the US and Bahamas...I put the bladders in it and there is a bit unusable fuel and the dipping stick was nothing more than a paint stirrer made up by the company that put the tanks in.... I always used Time for fuel and never relied on anything else...What a shame....

Generally I use the speed brakes to land and leave them on all the way down to the runway,, they do very little below 90 knots but do help in the float. My base airport has a hill with a obstacle clearence light center line of the runway on 1/2 mile final,,some have accidently found it at night and crashed,, thats another story....so with a steeper decent thease birds dont hesitate to pick up speed so yes I use them..

Hey Jim..Hows the bird doing my nephew said you painted it and put a new interior in it ,, post a few pictures would love to see it... Also def do the interface I have it in this plane and makes fuel management a breeze showing reserves and fuel to waypoint miles per gallon ect.....

Hello If you still have the Hedsets I will give you 600 for the pair are they blue tooth compatable,, and how old are they??? Thanks for the consideration Rich 203 470 5776

Fell like an island adventure as well Try Fishers Island NY 0B8 neat island great course walking distance from the airport

Fly across Lake Champlain land at Burlington BTV taxi to Heritage get a courtesy car get 10 gallons of gas for a no landing fee,,, and go downtown 5 min drive head overt to church street pedestrian traffic only .....a lot of great restaurants on the street....

I guess the saying goes back to stick and rudder....... When I practice slow flight to a full stall you can stop the wing from falling with rudder inputs forget the ailerons they just induce the stall more. Put your hands in your lap and do a rudder dance right rudder to raise the left wing ect.,the Mooney will just flutter level off until the nose drops and flies itself out of the stall........get up to altitude and know your upset attitude recovery if you need it......

I had a 71 B55 with the colemill conversion it was a fast crate and hauled just about anything I put in it. with a total fuel load of 137 gallons. When the fuel burned off the cg moved aft and with the 5th seat occupied as well as the optional 6th seat it limited the miles to land in CG. I also had a 77 m20J at the same time which I used most on the time on trips not requiring the payload. Flying over the Bay of Fundy it was a comfortable feeling having that extra spool turning. Lost an engine on take off from BDL here in Ct approx 400 ft feathered the non op engine and it climbed still a respectable 600 ft/min and made a non emergency landing back at BDL with fire trucks chasing me down the runway. Ifr filed for 200 Kts but paid the price in fuel even with the gamis burning 28 -30 gal/hr. LOP. Now with the Ovation I get almost the same speeds at about 16 gph 10-11k ft. The twin acquisition sounds like a bargain but maintainence is three fold. And by the way the engine failure was induced by switching to the aux tanks before level flight specifically stated in the POH not to do as fuel starvation will most likely happen.... but the mains were low on the right side and kept the climb slightly shallower.. If you can afford a twin def go with the largest HP per side.

If you have time when you are up at the Cape go to Nantucket the oldest whaling port in the US.Cobble stone streets downtown a nice Island....Check for the temp/ dew spread can fog in often,,,, Also a closer Island Block Island smaller island be sure to visit the bluffs......