MarkD34M

Congratulations! Can you share the N number? She looks very nice.

Love the plane and the HANGAR!

I am in also. Ovation model.

I picked up 34 pounds by eliminating: - both vacuum systems (engine mounted and tail system) - KI256 to Garmin GI275 - KLN94B removed along with switching gear (GTN650) - KX165 - plumbing and misc.

FJC: I just went through almost the exact same thing on my Ovation. Here is what I did and I am very happy with it (for a reason I don't recall, it was suggested to go with the GI275 instead of the G5). Feel free to PM me for additional details or questions. - KLN89B and one KX165 removed for Garmin 650 ( I kept the KX155 for Nav/Com 2) - Removed all vacuum systems (picked up 35 pounds of useful) and replaced the KI256 Attitude Indicator with a Garmin GI275, which drives the KFC150 and all associated functions - I replaced the transponder a year earlier with a Lynx9000 for ADSB, weather, etc (I liked the idea of not building it into 650 for redundancy) - I use a Dynon portable for additional backup for the GI275 but it isn't required - I have the JPI 730 and like it very much. Mark

I am also having a GI275 installed as my AI (similar vintage Ovation as OP) to remove the vacuum systems. I've been using this relatively inexpensive Dynon as a backup, even though I've had a standby vac system. I like it because it has a long lasting battery, it is portable, snaps right in and has airspeed (obviously GPS based - but a good backup reference point), and synthetic vision. The quality is quite good from my experience and for the price, the additional redundancy is a nice to have.

https://www.controller.com/listing/for-sale/198606109/1998-mooney-m20k-encore-piston-single-aircraft

Chucky - very sorry they were just sold last week.

Matt - I went through the same thought process that you are. I owned a 231 many year ago and was planning on buying a J model a couple of years ago. Great planes (both the J &K). When I did the analysis I learned a few things. 1) the ovation does cost more no doubt about it but when you consider the late model J's, they command a good premium so the differential for me was worth it to get into a long body 2) the engines will be more to overhaul but the efficiency is very close with the J & R models if you run the Ovation LOP (and they run very smooth on stock injectors) 3) in the end, the extra HP, later model year and extra room swayed me to the Ovation. In hindsight, I have been very happy with the purchase and the capability with the TKS and O2 is excellent, not to mention the dual alternators, dual vacuum systems etc. You can find a good S or R model in the earlier years for under $200K. Happy hunting - as you said, some of the fun is in the search. Mark

GeeBee: Looks great. Good solution. Deduct 1/32 of a knot from your flight planning:) Mark

Riceyoung - that is a real bummer, glad it turned out OK. May we ask what happened?

Thanks Alan! Did not know that.

Includes shipping. Very good condition, all working well with lemo plugs.

GeeBee: Is my understanding correct in that, when you file the sharp edges off the area, it cuts down the propensity to crack? Hence the filing smooth the corners? I have 100 hours on factory nickel cylinders. Need to confirm. Thanks for posting. Mark

PM Sent.

I think a decent J would be a great option for many renters / training choices. I also believe it would expose many newly minted PPL holders to the benefits of a Mooney for travel and ownership. That is a good thing for the brand and for us as owners. We had a club locally that had three J models at one point and they flew quite often.

I sent GeeBee my hoses for my Ovation 1. He has the templates. The new ones he sent me back were very nice and I'd recommend them. We used the same material insulation over the bottom hose as indicated in your picture. Been working great and they look very sharp in jet black. @GeeBee

If it is the plane I think it is - it is a nice example of a low time O1 model with a nice stack. I would go forward sight unseen if you were comfortable. But, being in upstate NY, you prefer AC over TKS?

I'd like to purchase the oil temp prop that sits under the oil cooler if available.

Lance - fair point. I have not had the plane long and it was tied up for 5 months for the overhaul. Each flight we have tried to troubleshoot the factory gauge and with some success (although still not where it needs to be) - connections one flight - ground another - rewire, instrument, etc. Now we are searching for a new one. Appreciate the view. Thanks,

Mlm20c: We were concerned about that and Poplar did a full tear down to confirm. I'll keep an eye on the oil pressure but my indications prior to teardown were in the 50-55 range. Anthony, much appreciated and good suggestions as always. My understanding was the probes were different? If I hadn't just put in the 730, I'd make the 930 investment. Perhaps down the road.... if I can source a OEM probe and solve the mystery and get duplication of readings that would be my short term preference. As an aside, I am also running W100 Mineral Oil and the engine has been completely overhauled so my thoughts are: - as the break-in continues, temps may come down a bit - switching to Phillips 20/50 might improve things nominally - I just want to make sure the engine is getting adequate oil and breaking in properly (the oil temp fluctuations in the "alt probe location" have me wondering if the oil flow there is appropriate. #overthinking Thanks again for the comments / suggestions.

Thank you for the feedback: - the Oil Temp OEM is reading low and has since I got the plane - been using the JPI. Mooney Service Center trying to locate one (it only comes up to touch the green on occasion) - the JPI is in the galley up near the very front of the engine by the prop - engine was overhauled because the crank gear and the alternator coupling had issues so they IRAN'd it and flushed the oil cooler during the process - kortopates, the 730 was installed very recently, perhaps if I can't find the OEM transducer I might have to re-upgrade - video attached. please look at how quickly the temps change both up and down with climb or descent (same happens when I move the prop RPM) - If any of you have the JPI can you share the temp difference you may be seeing between the two? JPI Video.MOV

Fellow Mooney Drivers: I have a situation that is perplexing me and hoping you may be able to provide some guidance or suggestions. The oil temp is running a bit warm on the JPI 730 - probe is on the alternate location up near the prop on the front of the case. The oil temp is running a bit warm in the 210-215 range up there but when I adjust the prop forward, the oil temp increases immediately to redline or close (230ish) and when the prop gov is turned down, the oil temp comes down and stabilizes. Also, if I climb the oil temp goes up quickly - I believe this has to do with the prop governor doing it's job keeping the rpm's constant. If I lower the nose, the oil temp decreases quickly. Since the probe is right up by the prop governor, does anybody have any theories. Data points below. Also, for those of you who have the JPI or similar, can you please provide the difference in oil temperature you see between the JPI and the original equipment gauge? (probes are at different ends of the engine). - Just had prop and governor overhauled - Engine freshly overhauled at Poplar Grove - 3 hours flying - oil pressure stable at 50 psi on the ships gauge - Original Oil temp ship's gauge is not reading correctly (known issue, new one being searched for) - JPI 730 Oil Temp probe located in the alternate location up front by prop gov and showing in the 208-225 range. Many Thanks!

PM me your phone number and I'll send you a photo of one I have.

+1 for SCS. Great mat set for my Ovation with the N number monogrammed on them - perfect fit. Couldn't be happier.