VA FLYER

At this point, I would not venture a guess. From this thread, it looks like they would work on F and early model J, but YMMV.

Rosen says they do but they don’t. The mounts are different and to use the Rosen requires cutting out part of the headliner and, if the side mounting holes are not there (debatable at this point), you need to fashion a new mount and weld it to the structure. I think that might require a 337 at least to be legal.

Hmmm. Can you post a photo of the installation? That’s the part number but how are they attached to the airframe?

Thanks for that. Still searching for the right mount.

I thought about that and the problem is attaching the plastic to the bow-shaped frame. The installation has two neat little cleft pins, one of which is male and female threaded to provide friction positioning. (!) The pin for the co-pilot side was missing when I bought the airplane. A really good machinist could do it, but that’s beyond my capabilities. (“A man’s got to know his limitations”) It’s possible, but I don’t want something that looks like I did it in my basement and doesn’t last. Last resort…

Thanks, Ben. I’m curious to find out the p/n for them.

Well, that explains it. So I’m back to square one to get sun visors. I’ve looked at the usual sources but no luck. Suggestions?

And among my other paperwork, I do have the right STC docs for Conversion to M20R configuration. The prior owner kinda kept everything he could find and so I have some inapplicable stuff too.

Interesting. The Rosen documentation includes virtually all models. Maybe there is a different mount but I’m going to call Rosen today and ask.

Different mounting position. I’ll post some photos when I get a chance.

I do have the IO-550 and I describe it as an “Ovation Lite” and but the paperwork I got says “M20L converted to M20M configuration.” Go figure that one. Does that matter for sun visor installation? Both are “approved” for installation of Rosen visors.

Bought Rosen p/n RMY-300-1 pair from BAS for installation on my M20L converted to M20M configuration. These are advertised to fit any Mooney from 1968 to 1999 (Mine is 1988). The mounting is completely different in the airplane vs the instructions and the visors will require an entirely new installation of rivnuts on the top front corner of the sidewalls. The existing visors mounted on two fittings located about the middle of each visor. Any experience with this?

Yes, please do. They apparently have a long waiting list, so there’s plenty of time to collect opinions.

Thanks very much. They were very quick to respond to my inquiry.

Does anyone have experience with Boss Aircraft Maintenance in Salisbury, NC? I'm looking to paint N142MP.

Before someone smarter than I sees it, I will concede that I did the calculation wrong by not reducing the HP ratings to 75% for both airplanes. It does not affect the answer. The correct calculation is 210/150=1.4. Cube root of 1.4 is still 1.1187. 170 x 1.1187 = 190.

Good, thanks. That's just about what I calculated it ought to do for the speeds. Did you install GAMIs?

I don't want to start an argument, but I think you are wrong. Do you have experience with both types? Are you talking about a converted L, which essentially makes it an Ovation? I've flown Js in the past and never saw more than 170 K TAS, and that was not at 10 GPH, either. An 80HP gain means the converted L should do about 190 @ 75%. The calculation is: 280HP/200HP=1.4. The cube root of 1.4 =1.1187. Multiply that by the J cruise @ 75% (per book) 170 x 1.1187 = 190 K for the converted L. IIRC, J climb rates were anemic at anything over 10,000 feet at anywhere close to max gross. With 40% more ponies at the same gross weight, the converted L should significantly outclimb the J as well.

Ben, How about real world performance numbers for these airplanes? Is 160Kts @ 15 gph achievable (running LOP)? Tim

Thanks to all who responded. The target airplane is going in to my shop for the annual so that should be a good pre-buy. There are several things to be done on it if all goes well, the first priority being paint. That will take a while so I may have the shop do wjth they can with touch ups of areas where the paint is coming off. That will last until the first rainstorm, I imagine. Paint shops all seem to be booked out 10-12 months. I'm still looking for suggestions on that. It has reasonable IFR avionics so that can wait for something to break. I will have the "interconnect" between throttle and prop controls removed since I can't find anything that says its required or even authorized with the IO550.

280 HP IO550N conversion. Seems to be useful load challenged, but since 95% of my use is with two lightweight adults, that’s not a big concession. But a couple other questions about this mod: 1. I could not find any info on possible STC increases in Max Gross weight for this model, currently 2900 lbs. Are there any? 2. How much does the rear seat weigh, and how hard is it to remove? Gaining even 40-50 lbs to the UL would be a big help. I’d rather have another 8 gallons fuel than backseaters. 3. The throttle and Prop controls are fastened together at the cockpit end with a bar and screws. I’ve never seen this kind of arrangement. I’ve flown the early SR22 which has a pseudo single power lever that connects the two using a cam arrangement, but this is different. Is this connection required? Looks kinda Rube Goldberg to me. Finally, any recommendations (positive or negative) on paint shops East of the Mississippi? Thanks.