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Mooney217RN last won the day on August 3 2019

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  1. I sold my E Model about 15 months ago +/- Vref was pretty close to reality. It overvalued my LoPresti Speed mod, but I still ended up with $100,000 for the plane. i think it’s more a supply & demand thing in addition to age, time and condition. There’s a lot of J Models out there, that depresses the price. Not a lot of Encores available nor manufactured, people end up paying a premium for those. Lots of Ovations and Bravos out there, those birds have suppressed pricing as a result.
  2. Vance- I am no expert, but I ran my IO-360 in my E Model to TBO with little issue. Let me give you a couple of pointers from experience. First off, change your oil & filter every 25 hours. It is the cheapest insurance you can buy for your engine. Second, if you can find any out there, do an oil change and use Exxon Elite 20/50. It is no longer in production, but there is some out there. I stocked up on a dozen cases that I have in my hangar, so I bet someone out there has some besides me. I am not familiar with your engine, although I have flown the 231. I now have an IO-550G in my Ovation. You stated that "...the tail pipe is not oily. There is a powdery trail on the belly behind the tail pipe.". that's good. You want a light gray/tan powdery trail. that means you're leaning it out to the correct EGT. Oil consumption is normal. A quart in 25 hours is very normal. If you're adding 3 quarts or more in 25 hours, you have a problem. My engines have always consumed more oil at higher ambient temps than at lower ambient temps, in other words summer versus winter.
  3. Your instructor taught you well. A good website you need for flying around here - Pick your location, get the winds in near real time. I have been a high country aviator my entire life, and you don't want to deal with mountain wave, rotor winds and the local turbulence no matter how accustomed you are to it. Add in density altitude, updrafts, downdrafts and wind shear, and you're just asking for trouble. People don't realize that the east slope of the Sierra Nevada range is one of the most turbulent, windy and challenging areas to fly in around the nation. Use extreme caution around here.
  4. In early June of 2018, flying my new Ovation back from the east coast, we were seeing 45 kts + off the nose heading westbound from D.C. to the Nebraska/Wyoming border. That took some time off the trip. I have seen 50 kts off the tail locally. WARNING - The worst winds I ever experienced were in advance of a dry cold front, which around my neck of the woods produce the worst turbulence too. I was cruising along with a solid 30-35 kt tailwind, smooth. Reached Donner Summit in my E Model, and the plane rolled so severely to the left that I thought the plane was going to invert on me. Right foot jammed the rudder and righted the aircraft, then severe turbulence into TRK. Damage to the aircraft from the turbulence. I am surprised I landed it safely. The underside of the aircraft had a ripple in the skin aft of the cowling the size of my hand. Don't mess with severe winds, these planes weren't designed for it.
  5. Adverseyaw, one of the things you can do if you so desire to juice some more power out of that beautiful bird is a tuned exhaust. I did that on my E Model many years ago, and with no regrets whatsoever. A fantastic mod. You really see the difference at altitude, and I am based at a high altitude airfield. The reason I did the tuned exhaust was because my exhaust system needed to be replaced; I kept repairing it. Once I installed the tuned exhaust, I never had a single problem with it over a couple thousand hours and the engine ran much better. Just a thought for you long term.
  6. Beautiful airplane. Congratulations on the purchase! May you have thousands of hours of happy flight time ahead of you
  7. Phil nailed it - the Cirrus buyer isn't an advanced pilot. A neighbor of mine bought a brand new SR-22 turbo this past summer. A year earlier, I got a near new Ovation 3. We've flown together, I have 25+ hours in the Cirrus line, all in the SR-22's. Nice plane. Gear welded down and locked. No prop control. Fully automated. My neighbor takes off, engages the auto-pilot and never touches the controls. Last month, she got stranded. I took the Ovation to pick her up. A one hour flight returning to our home airport, I never once engaged the auto-pilot. She looked at the G1000 and noticed our speed over ground, fuel burn, and comfort. She was blown away. She also realized that I was "hand flying" the airplane. Cirrus pilots let Hal drive. Cirrus gets people into airplanes by selling a culture. Mooney sells the highest performance piston single ever manufactured. You can transition into a Cirrus from a C172 or C182. I can't imagine a low time pilot coming out of a Cessna and stepping into an Ovation or Acclaim. The transition may be the biggest difference between the two product lines, spare the obvious performance of the Mooney absolutely smoking any SR-22. Two totally different product lines. If you don't appreciate the Mooney, buy a Cirrus.
  8. Mooneys are short coupled. As a result, it is more difficult, consider it an art form, to keep the nosewheel from dropping. I can do it, and usually do, but it comes with years of practice and lots of landings. To this day, the nose still drops down on landing. Every landing is unique, like a fingerprint, no two are the same. Keep that in mind and do the best you can. Practice makes perfect.
  9. Since you're in Santa Cruz, give Top Gun a call in Stockton. I would highly recommend them, been taking my Mooney to them for 20+ years. I have an Ovation 3, so perhaps a different bird than what you're looking at. You can count on probably $2,500 - 4,000 +/-. I had some oddball items last annual that required replacement, one tire, the ELT and the airbags, so I wouldn't use mine this past year as a gauge. Here's the problem you'll face - the prior owner may or may not have conducted preventative maintenance. If the aircraft has been well maintained, you'll have few surprises. If the aircraft has not been MSC maintained, good luck.
  10. It’s not uncommon to have the WX conditions reported and then have an ancillary message indicating the runway is closed. I live in major snow country, all the airports around here do that. Spare RNO, they all suck at snow removal. In fact one of the Area airports no longer has a functioning AWOS, so they can’t make the announcement that the runway is closed due to snow.
  11. Truly a sad testament in an economy like we're experiencing, probably the best economic environment in post-war history. This goes right back to what I have consistently said - Mooney's marketing is for all intensive purposes absent. Further, Mooney cannot continue on without producing an entry level product to introduce people to the product line. You cannot sell the top of the line product with no marketing, and Mooney has been guilty of this for years. As an owner of two Mooney aircraft, I am disappointed, but not surprised. I know a few people who were working at the factory, it's a tough day for them.
  12. Looks like we sadly lost another one ☹️
  13. It’s likely your fuel sender gasket. This was a recurring problem in my E Model. My leak was on the co-pilot side, had to replace that gasket more than once.
  14. I am based out of TRK. For the life of me, I cannot find a WAAS approach.
  15. Two other matters. Go with a more recent Ovation, like an Ovation 2GX or Ovation 3 if it is within your budget. The panel on the "vintage" Ovations is 2" higher than the more recent Ovations. Ergo, you have less visibility out the windscreen. It may even be 3" of difference, I forget, but it is significant and noticeable. Contrary to Paul's comment above, I respectfully disagree on the ADS-B. If it is not equipped, it can be a significant expense to equip. I would walk away or factor it into the price. If it doesn't have WAAS, well, it doesn't have WAAS. I didn't care about that because to date I still haven't found a WAAS approach in my region.