ovation0219

We are talking about 10 minutes on the ground during climb they are back to normal in less than 2-3 minutes during the climb. I would see normal around 180 in my first mooney and in the current ovation it is 210. Both cool off rapidly after take off.

I have heard of all the stories about this engine not making TBO because of the cylinders failing. I had a friend with a seneca with 2400 + hours on both engines with no cylinders being removed. i had a Turboarrow and I put a Victor Aviator engine in it and flew it 1300 + hours before i sold it and it had not had a cylinder removed. I think this engine gets a lot of grief because of poor flying habits. Your problem is probably fixed and now will not have any more problems. Just watch how you fly it.

I can relate, I have put about 1300 hours on a tsio360 cont. and when I started i had it overhauled by Victor Aviation. They recommended straight 50. I had been using 15w50 in my lycoming in my first plane and i liked it. I called aeroshell and they recommended 50w down to 40 degrees and 15w50 if i started the engine below that. Living in SC I did see much cold starts so i used the 50w and i kept it at 7 qts i also installed a air oil seperator and it helps. i saw about 12 hours on a qt.i would add a quart every 12-15 hours and it would be just over a quart low at change time. I always flew at 100 ROP. when i sold it there was little over 1300 hours on the engine and it had never had a cylinder removed.

one reason we use leaded fuel is for the lubrication of the upper end. If you are running Lean of Peak that lubrication is lean. This engine was not designed to run lean of peak. Temps are not the only concern when running LOP. I think you will be better giving the oil companies a little money instead of saving it for the engine shop.

I have been flying my 2000 Ovation with a fresh engine. The oil temp runs 210. I have flown at 3000 to 10000 and this is a consistant reading. My 1999 ovation never went above 180 flying. Taxing with some delays or on a hot day during run up it may get up to 210 or 220 but in the air it never got that high. I ask the engine builder and he said 210 is normal and where it should be. I was wondering if anyone has noticed where their ovation setteles in during flight. By the POH it is inthe normal range. All CHT's and EGT's by the EDM 800 are all in the normal range and close to each other. Any comments?

The really good thing about the Ovation gear is the indicator in the floor. If it is green you are good to go. Lights may burn out switches may fail but this is all mechanical, you are 100% safe to land. The only problem i have heard of is the previously mentioned knocking the latch loose and the gear not retracting. I am on my second Ovation, I sold the first due to finiances and tried a Dakota, Arrow, and a Columbia 400 while working out money to get back in an Ovation. They are Great Planes.

Do not forget a good used interioir. Sometimes Wentworth aircraft gets some planes in with new or nearly new interiors and you can trade out seats and get a new looking interior for a low price and the real benifit is it only takes a few hours and your old plane looks new.

I have over 1200 hours behind a cont TSIO360 with no problems. That was a Victor Overhaul but any good engine should give you the same service if you fly it well. As far as the expenses it uses more fuel per hour but it covers more ground in an hour. flying between 10K and 14K is great a 231 or 252 is a great choice. However if you can swing it there are some deals on TLS' and Bravo's today. Good Luck Ricky

I had a Turboarrow for 10 years and I would fly it at 1520 all the time I would pull the mixture back to the same place and it will fall in at 1520 every time. I could download the EDM700 and the graph will show that after i leveled off every flight.

Mooving across the flap is no problem. i put my weight on the wing and slide across, the flap can hold some weight just not a lot. I usually use my right leg as a pivot point by placing it on the wing and swinging across the flap onto the wing walk. I am ot aware of anyone making a hand control. I am aware of two, mine and one in a bravo that have been custom built and have a field approval. I am working on getting some help to STC one.

I would guess a Bravo will fit the speed part best, but an ovation will fly on around 15GPH and almost as fast. while the Bravo is at its fuel stop you will overtake its speed gain. Mooney is not a heavy hauler attn will have to be paid to the luggage. AC is a real option if you can hangar your plane it is easily kept cool for the flight. If not a cabin cover is a great option. You can not find a smoother engine than the TCM io-550. Look at how many of the modern day airplanes use this engine. Its too much money to spend on a recomendation. Call someone like Premier aircraft and get a demo ride or post it and some mooniac will be glad to show you why he loves his mooney sooo much. Thanks Ricky

I am a paraplegic and i fly a Ovation. it is no problem for me to simply transfer from the chair to the wingwalk and slip up the wing. my chair disassembles and fits in the baggage compartment rather easily. sometimes if i am by myself i will disassemble the chair and lay on the wing and when i get to the top of the wing place it in the rear seat.

I have them on my ovation. i use them almost everytime i land to slow to gear speed in the pattern and again on the flair. They also work great for decending with power to avoid shock cooling. They sounded cool when I flew a Turboarrow but I never could spend the money. Now that I have had 2 Ovations with them I would not want to fly without them. Especially in a Mooney as slick as it is and it needs help to go slow.