Niko182

I'd also say plus one for Brian Kendricks. In my opinion, he is simply the best. His rate is also more than reasonable in my opinion, especially for the quality of work he provides.

You also don't have the new style interior that the Post 82 J's have, such as folding independent rear seats. Newer J's also had fiberglass interiors.

I don’t mind taking off when it’s 115, but training in it is a different story. When it’s that hot I’ll happily climb to 12 or 13 thousand feet. I wouldn’t train at 3000 ft in a 172.

I’d personally do 15 or above. The air will be cooler, it’ll be quieter, and you burn less. I’ve had my eagle/ovation up to 18k, and up there I was still able to hold above 175 knots true.

My change was 244hp to 310hp so it was more drastic because it was an eagle converted to ovation, however at sea level an acclaim, eagle and ovation should be around the same as long as they all have the 310hp conversion. Takeoff roll is about 400 ft shorter from 1200ft to 800ft at heavier weights for 280 to 310hp. Climb should also increase a couple hundred feet per minute if you are climbing at 2700rpm. If you climb and cruise your acclaim at 2500rpm or below, there will be no difference in performance whatsoever.

what speeds and fuel flows did you see?

Aveo Crystal conforma wingtips.

Edward

A couple notes. first being the useful load. It’s at 850 which isn’t great so I’d make sure that can work. The ad also states 500 since top overhaul and then 355 since top overhaul. I’d figure out which one is accurate. The prop was overhauled in feb of 2014 and has 200 hours on it which averages out to 20 hours a year of flight time. High time engine with no modification to the panel. And by the looks of it it been sitting outside by the coast since at least November which was its last flight. It looks like it has a newer transponder, but the add states a king 76c which means no Adsb. If the airframe is clean with no corrosion, which hopefully it is, it seems like an expensive project to get to a good mechanical standpoint. Add the fact that it has damage history, and you can’t bring it anywhere to actually get inspected and I’d probably run from it. just my 2 cents.

I'd play a game of chicken with one of those. How else am I supposed to prove my masculinity as a pilot?

FWIW I jumped into an eagle/ovation at 130 hours. The learning curve is steep, but it can be done. Insurance was easier back then than it is now (this was 2018). The biggest thing as others have stated with the turbo 360 and 540/550 variants is engine management. The turbos are more fragile than the NA 550, but it's still easy to ruin a 550. If it were me, I'd probably go with the plane you want to end up with once you want to start your Instrument (seems like a bravo). I thoroughly enjoyed learning instrument in my own aircraft. And find an instructor that has Mooney time, and time in a turbo if you end up going the K, M, or TN route. The short, mid, and long bodies all fly similarly imo, but someone that doesn't know a turbo will fry your engine pretty quickly if they don't know what they're doing. just my 2 cents.

I think so. I took @Aerodon 's comment on the first page. I believe @Aerodon, @gsxrpilot and @Parker_Woodruff have all done encore conversion. Paul isn't on here anymore but the other 2 are so they might be able to give you more solid details.

If your 231 gear and brake system and the 252 gear and brake system do end up sharing the same part numbers, from a mechanical point of view, you can apply the use of the documentation for brake system of the encore conversion to your 231, even though it technically only applies to the 252. From a paperwork standpoint, it'll be a lot more work than that, but if the 231 and 252 do share the same parts, you know mechanically it won't be too difficult to add the dual piston brakes. you'll still need to find a fsdo and DER willing to help you out, but the paperwork for the 252 to encore conversion should make it a little easier in the entire process. yes

I have no clue if the parts simply fit, but probably looking at the encore conversion would be a good start. You have a 231 but I doubt there’s any major differences in the gear and brake system between the 231 and 252, so if x=y and x results in z we can probably presume that y does as well. paperwork however will be a different story. You’ll probably need to go to the fsdo and find a DER. If the gear and brake have the same part numbers between the 252 and the 231, using the encore conversion should make things a bit simpler. BAS parts is a salvage supplier. They have a couple Mooneys for sale in parts. I saw an acclaim cowling, and a bravo fuselage and ovation fuselage, so I’d guess they have a decent amount of long body parts.

If you are looking for changing brakes, BAS has a totaled Bravo that they parted out. might want to check if they still have the calipers, and the full brake system.

Johnson prop in Bakersfield bought mine. Try there maybe?

send you broken one in to maxwell, have them fix it, and then sell it to a US buyer. You'll recoup a good amount of money that way.

what did it go to?

I've done both Delta and Abottsford. I'd personally do Delta (CZBB). More along the way. Customs at either airport will be easy.

do you have any picture?

I found mine on ebay.

The probe for the EGT on the moritz is significantly lower on the exhaust than the probes for the jpi. The moritz probe gets the EGT heat from all 3 exhausts where the exhaust combines the cylinders 2, 4, and 6. JPI gets each individual much closer to the valve. I’m guessing it’s hotter because at that point in the exhaust it probably is higher. Similar to the way TIT on a turbo engine is hotter than the EGTs even though the TIT probe is further away from the valves than the EGT probes are.

Pretty sure his plane still has the mauritz gauges that have a redline on them. If it’s the plane I’m thinking of he has a JPI and mauritz gauges with a limit on them.

In my experience no. My exhaust and engine both made it to 2200 hours before I finally replaced them. The most of the time I just went 10 to 20 LOP and that did the trick for me. I would guess @StevenL757 Probably would have more experience along that topic, but I thought I'd through my experience in there as well. He's had his ovation quite a bit longer than me.

At that power setting you can run at any point, lean, rich, or at peak and not hurt the engine. There isn’t a limit on EGT. It’s just a baseline where you are in relationship to peak. On turbo charged airplanes you usually need to run 50 to 100 lop in order to not break the max TIT. But on NA engines most people run 20 to 10 degrees LOP. That is below 70% power.