Cruiser

that was Ovation pricing

most businesses are built on other people's money. Leveraging assets is good if you are attempting to earn a profit from doing so. Toys are a different matter, over the years, paying cash has resulted in thousands of dollars of interest I kept in MY pocket that allowed for more/better purchases down the road.

if there are NO red boxes on the report, you pass

my guess is the JPI is mis-wired and the probe is actually the #5 CHT.

you can do that anyway. As with every STC, the owner is not going to be inspecting your airplane for the approval. The annual inspection probably will not refuse to issue an airworthiness sign-off and the airport doesn't need to see it either. If you want to quibble about a couple hundred dollars in aviation, when many, many other things are so expensive I have to question your logic. Oh, by the way, what GPS equipment can you legally install in your airplane without an STC ?

does your POH specify a list of required placards? Is there one listed for fuel ? Something like 100/100LL ONLY ?

one of the pictures on the Ebay site is in flight. It looks like 2300 rpm and about 16" map. The GPS is showing 164kts. (not 174) with a 250 fpm descent, 13,500 Alt. and yes 7.4 gph on FF. I would say the info is correct. It would be interesting to see more performance data with the 3 blade prop. Cruise speed normally takes a hit with those on a J model. It is a very nice looking airplane. Basic instrument panel and some history (gear up) --- a very thorough review of the logs would be wise.

is the manifold pressure a required instrument in the 2004 Ovation?

It is hard to beat angle of attack for an explanation. Even using the hand out the window example --- if there is not an angle to the direction of motion, nothing moves up or down.

if you can wait six months you will have a much better selection to choose from.

if the part numbers are the same, and the IA is willing to sign the logbook, you are good to go.

I am making a very clear distinction between use and value. Because they are NOT FIKI, and as such, I cannot use them (legally) for trip planning, they add no value at all. If caught in un-forecast icing that I need to get out of or descend through for landing, they are invaluable.

I think the biggest downfall for new Mooney sales would be confidence that after spending near a million dollars on a new plane the company will still be there to support and maintain your investment in the future. That is to say, I would not worry in the near term with a new airplane but what happens to the value of the airframe for resale in twenty years ?

My AandP I/A prints out a sticky label to be put into the logbooks I keep in my possession at all times.

I completely stripped and painted my first plane, a Piper Cherokee 140. First, build an enclosure that you can control airflow. I started stripping on Christmas Day, I started painting in April.

The two main reasons to upgrade avionics are: 1. the old stuff quit working 2. you are selling the airplane and want to get top dollar for it Steam gauges are just as capable of providing safe, accurate flight as the new 'glass' equipment so the the last reason to upgrade is because you want to.

Red X is not good. Something is wrong with the wiring or configuration.

1999 it was in the left wing, all else as Steve describes.

It is a little hard to see. The attachment is just a 'Z' shaped piece riveted to the SS shield and hose clamped to the engine mount. This is the backside of the heat shield. the hose clamp is just hanging on the standoff, It rotates 90° to clamp to the engine mount and the end of the standoff to the right side of the clamp in this picture.

firesleeve and stainless standoffs

My IO-550G CHT never approached 420+ °F in real world operation, (except for the #5 cylinder cooling issue behind the alternator)

I like the heat shield pads on the cowling, it will eliminate the blistering that comes with a compact, streamlined closure. You might want to add some High-temp shielding around the engine mount tubes and shield the prop governor cable also, those need protection.

for the Continental IO-550G that FF is 13.5 gph.

the Lycoming chart (Figure 3-1) is used a lot to visually describe ROP/LOP. The graph is deceptive in that the scale are not the same for CHT. Why Lycoming did this was really a disservice to the understanding of EGT/CHT relationships in a visual sense. EGT is graphed in °F and CHT is graphed in °C. That relationship is critical to understanding the 'red box' and the chart really does a very poor job of showing it. The CHT curve is reduce by a factor of 1.8 degrees for every 1.0 degrees of EGT change. If you graph the CHT in °F there will be a huge spike upward for the CHT that would stand out on the graph like the sore thumb it is in the redbox.

This is the main reason LOP got such a bad rap in the beginning of this modern age of instrumentation. The written procedures for leaning assumed the engine was in good operating condition and the procedures rarely suggested these systems be checked. So when problems developed it was LOP fault.