irishpilot

Alan, I'm sure someone will post what hardware is out there. However, proper currency training yearly with a CFI/II will be a better long-term investment. I think buying hardware is a band-aid fix to bad landing habit patterns. Mooney's are just not that hard to land and your wheels are a few feet away from your butt. If you bring your plane to the Phoenix area, I'll be happy to spend a few hours with you. We can even knock out a BFR if you need one. -Ryan Sent from my Pixel 7 using Tapatalk

Tom, not this year. I am bummed, but am shooting for next year. Sent from my Pixel 7 using Tapatalk

I'm one of the ones who went turbo back to NA. That being said, I live in AZ and only go into the high terrain a few times a year. I went experimental to keep the speed and still get the simplicity of NA. I plan for 175 kts, and usually see 180-182 ROP, 177 LOP. However, for the OP's stated mission. Turbo is the way to go. Sent from my Pixel 7 using Tapatalk

Commuting adds pressure for performance, so I'd say that you'd need an Acclaim or Bravo for the turbo/high altitude performance in mountainous terrain. I bought my Bravo for commuting from TX-AL, but wanted FIKI and used it several times to get through unforcasted icing. I planned for at least 500' ceilings, and no flying into areas of known icing. I'd fly over/under it or around it, but I wouldn't plan to fly in it. The Bravo's Achilles Heel is the useful load. If it is just you, or you and a passenger, the plane is awesome. If it is for a family, you'll be leaving a lot of bags and fuel out. Mine had a UL of 862. Mx is going to be higher on turbo birds, but that is to be expected. Watch out for the G1000 orphans as they can't easily be upgraded. Acclaims are awesome and if they are in your price point, go for it. I sold my Bravo when I no longer needed to commute. I have a Lancair ES with the IO-550 and love the simplicity of that Continental. I think you'll hear a lot of the same from the Ovation guys because the engine loves LOP, has decent performance up to 15k, and goes quite fast down low. My Lancair burns 12.5 gph LOP and around 15 ROP. A Bravo will burn around 18-19 gph, and only a few folk have gotten them to fly LOP.

Mooney or Dugosh. I've used Dugosh for an annual and I was happy with his knowledge and thoroughness. Sent from my Pixel 7 using Tapatalk

Jeff, you fly it similarly to how I do. I do 95% flying 8,500' and above, so I'm always WOT and 2500 rpm below 10k (2550 above). Hopefully other Ovation owners can chime in regarding their temps as it may be a known airflow issue with the cowling. If not, then I'd start checking things off the list. Sent from my Pixel 7 using Tapatalk

Jeff, swapping a probe is an easy way of ruling out a bad probe and the temps you suspect. I fly the IO-550 in a Lancair, so the airflow is going to be a bit different, but the troubleshooting remains the same. I had #2 high EGT compared to the rest of my cylinders. I ruled out a bad probe, then concentrated on ensuring the baffling was correct with no tears in the uppers. If that checks good, then you can clean out your injectors. That's what ended up being the issue for mine. Speaking of injectors, do you have the TCM balanced injectors or GAMI? Also, what power setting are you noticing this issue and is it the same ROP and LOP? The IO-550 is an awesome engine. -Ryan Sent from my Pixel 7 using Tapatalk

I flew into Colorado Springs over Christmas break and OAT was -10F. I saw 315-330 CHT. However, ops tested that my cabin heat can't keep up with that kind of cold. The cowling and baffling are different in a Lancair than they are in a Mooney. May be the difference in CHTs. Sent from my Pixel 4a using Tapatalk

how far on the lean side are y'all running to see less than 300 CHT? Sent from my Pixel 4a using Tapatalk

I have the 550N in my Lancair. It's a great engine. Sent from my Pixel 4a using Tapatalk

For a continental, it's gotta be real low before I'd pull jugs. Sent from my Pixel 4a using Tapatalk

Bummer! That’s really frustrating. Sent from my iPad using Tapatalk

The only benefit to doing that is if you want them to overhaul and get a warranty. They are easy to disassemble and Precise will sell parts, but they will pressure you into an overhaul. I had a speed brake that failed and it was a broken spring. A&P helped me pull, replace, and install. Out $30 plus A&P time. Sent from my Pixel 4a using Tapatalk

This. Long body Mooney's are comfortable, stable, and fast. But UL is the limiting factor. Sold my Bravo for the reasons Dan stated. Needed a four person plane, not a 2 person + bags plane. However, if you routinely use it as a 1-2 person flyer it is a time machine. Sent from my Pixel 4a using Tapatalk

ceep, welcome to Mooneyspace! Lots of factors that go into finding the right plane for you. Intended use (mission), budget, and mandatory vs desired equipment are three big drivers. I recommend you set a budget before seriously looking at planes, get your IFR ticket, find and meet up with various Mooneyspacers and get a flight in the models you've narrowed down. Everyone here has great insight and can give you the pros/cons on the various models. Sent from my Pixel 4a using Tapatalk