Bolter

Most importantly, will we be able to buy Mooney branded clothing again?

Not to pick a fight, but there is a split of opinions on this. I personally do not consider speed brakes to be essential, and I would easily buy a plane without them, or if they were inop. Other than occasional testing for function, I plan my approaches without using the brakes. My J did not have them, so perhaps it is just drilled into me, despite the 20 KTAS extra cruise speed of the R. I do agree that maintaining the plane properly means fixing things you may not use (I just rebuilt mine at annual with Precise Flight, $2450 when one failed a function test at annual) so it is a warning to look for neglected maintenance items. Maintenance is a commitment. While there are different opinions on what is proper maintenance (I am well past TBO, and others overhaul at TBO automatically, for example) non-functioning items that are ignored are never proper maintenance. Of course, in the age of hard to get parts, INOP something waiting for a fix, is common, and I would not judge harshly for that. And completely my opinion about this plane, and being blunt and probably offending the seller, removing the O2 tank and leaving that system non-functioning rather than replacing it, INOP'ing the speed brakes because they became costly, are 2 examples of penny pinching. While the plane may be a good platform without corrosion, I would approach cautiously for what other systems are held together with speed tape and zip ties and value it accordingly. Little things can nickel and dime you, as well as keep you grounded instead of flying. When I searched for a FIKI Ovation, I valued the detailed and proactive maintenance of my Ovation that were done before I got it, and it has operated flawlessly for over 3 years. @Cruiser And I think the buyer of my J should feel the same way.

What about a lubrication issue? What gets the oil to heads, and is it flowing properly or blocked? Is it a common feed to all the heads, or each has its own feed? If the hydraulic push rod is in constant contact with the valve, and there is not the right amount of oil getting there, it become metal on metal instead of the proper oil film. Similar to what happens with the cams from dry starts. Or possibly if the CHT's are too high, the oil may be burning off instead of lubricating. Though that would leave coking indications, I think. Just thoughts on a different direction that creates wear at that interface. The push rod has equal force on the cam as the valve, but only one end is wearinng. The cam is constantly rotating, and the valve is pulsing, so the motion and contact patch area are different, even if the forces are the same. -dan

I took some photos when accessing my boost pump a few years ago. I have the original pump, rebuildable, if you are interested.

@Sam Judd Sending you a PM for the Switcheon

Then consider if the battery is not delivering the amps when needed. Has voltage so it will spin an unloaded starter motor, but not against a real load.

Follow up question...is there a good map tool, or how do you create the colored-in maps?

Considering the difference in service between airports, it is shocking that they apply one of the higher landing fees ($23) at all airports across the board. Eureka is a small airport with nothing but a self serve pump, and ACV is multiple runways and a commercial terminal building. Especially as a fuel stop, this removes the entire county from my planning.

Which airport is charging $23 landing fees on Mooney-size GA? I landed at Murrary (KEUK) and Arcata (KACV) in 2024 without getting charged. Over the years, I have received Vector billing for SMO landing fees and last year a bill for overnight transient parking at Truckee. Both were expected. I would argue the the SMO landing fee was unjust in that it was implemented as part of their effort to close the airport, but it was published and I knew the bill would be coming. -dan

My point was not a correction on you or meant for the OP, but the general Mooney audience who might be interested in the tool.

As an FYI: the Valve Wizard lists IO 550 N and G as incompatible with their tool. I think that covers all generations of the NA big engine long bodies. https://valvewizard.com/pdf/ExceptionList.pdf

I can relate to the OP's decision process. In my old J, I replaced all 4 cylinders with new while chasing a major oil consumption issue at around 1200 hours SMOH. Since I cannot do my own labor, after the best efforts to identify the "Bad" cylinder with compression testing, data trends, and borescoping, we were left with removal and peeking. Of course, it was the 4th cylinder to remove that showed a smoking gun of a trashed oil ring. The labor costs were such that it just made sense to replace all the cylinders rather than just return them to service after overhauling the one that we found had the broken ring. If I was my own A&P, I would have considered cleaning up the 3 good cylinders, but if spending 8 AMU's, I might as well spend 12 AMU's and never worry about cylinders for the rest of my ownership. I flipped the old cylinders, which I could not do if I had overhauled them, getting some costs back. My 310 STC'ed Ovation has 3 original cylinders and 3 overhauled at 2300 hours. If I remove a cylinder now, it is probably weighed against an overhaul of the entire engine. -dan

Reupholstery of the seats may bring you several inches more forward by just replacing the worn out foam. You can then add to that with custom upholstery options or memory foam that compresses less. I consider myself "short" at 5'7", and depending on the Mooney, rudder pedals are a stretch but always can get full braking. I usually sit one click back from the all the way forward. Also make sure that the seat does not have another adjustment for height or tilt that you may not have adjusted correctly. This may permit comfort in the second slot.

Thinking of just places to live... I would throw in that Arizona, Florida, and Texas seem to have the most fly-in communities, and meet the other metrics. Many are close enough to suburbs and cities, as well. Check out aviation real estate websites like https://www.aviationrealestate.com/ -dan

Early Ovation is lower horsepower unless the 310 HP STC with the Acclaim Prop is installed. That is a big factor in value. I am not sure the STC is available anymore, someone else can chime in, but regardless, this should be a major factor when selecting and pricing an earlier Ovation. Then ask yourself if a Screaming Eagle (Eagle with the 310 HP STC) is not just as good for your purposes, especially considering you are saying that an advanced panel is not a priority for you.

Or a trusted non-CFI pilot who has the similar short body Mooney. Unless the time is required to be logged as training or to get an IPC completed, there are several people I would trust as a safety pilot to make sure I am doing things correctly. EDIT (after hitting post by accident): the motivation is not to save money, but good Mooney CFI's can be hard to find, and difficult to schedule. A competent pilot friend should be more available. -dan

If they provided a fixed price, they must give you a fixed list of inspection items. The problem with this approach, is maybe they find a dealbreaker issue (corroded frame) will they continue with the process, or stop there, and bill for actual time? Providing your own list (as suggested above) in order of your priority, will help manage the sunk cost if this is not the right plane for you. Most things can be used as negotiation items (even metal in the oil filter) but there are few things which are probably not worth your time. There are example lists on this site, to give a starting point. I did a prebuy in 2022 of a 252 Encore with a well known Texas Shop (not Maxwell). I think it was around 2k or 2.5k. Some Mooney's have more systems than others, but should not cost more than the fixed price they charge for an annual. I think Advanced would therefore cost less than Command quoted you and would not charge sales tax. -dan

Vertex at KAWO has been mentioned by other Mooney owners. I saw them at the recent Aviation show at the State Fair, and they were booked out a year for annuals. Gie them a call, if not for your pre-buy, but for your first annual. FWIW, there are several of us in the region who can help you with getting back anf forth to TTD for Advanced. Mine is there right now, for annual. It would be nice to have a closer shop, but it is not untenable with Mooney speeds. Less than an hour flight, typically.

At least you have the strip, and clear indications of the proper location. As I understand it, replace the internal foam if required, clean the surface well, apply the adhesive. I think the SB someone attached in this thread had the required steps. Put some speed tape on it now, to keep it from getting torn off more and overloading the fluid connection.

Make sure you use your mixture aggresively on the high altitude flights. Peak and LOP gets more EGT and more heat for the cabin heater. In my Ovation, I never have the heat wide open, and usually fine tune with the vent slider to mix the air back a little cooler. I've thought about making a 3-D printed duct, kind of snorkel shaped, that would "click" into the output duct and run the air forward towards my feet. It happens so rarely that it gets that cold, I have yet to take action.

When faced with the same decision years ago, I went with the G5 (had 430w and KAP150) and had no regrets on costs or function. Assuming you have to pay someone to do the work, it does not take long before labor costs make a do-it-once solution the cost competitive option. -dan

Are the 2 alternators equal size in the TIO-360 engines in the M20K's?

When I bought my Ovation, there was an Alpha Systems Eagle AOA installed with display on glare shield. It is great. Not life changing, perhaps, but now that I am used to it, I would not give it up. If it is a just a question of utility, go for it.

If being close was an important criteria, what about Poplar Grove? Good reputation.

I know they have a loyal following, but I was very unimpressed with the Rosen visors in my J. Particularly for the J, perhaps, the visor goes into a pivot that is only a screw into the plane's frame. If I swung the visor forward, the screw tightened. If I swung the visor aft, the screw loosened. I was constantly getting bonked by a swinging visor on takeoff. I always had to have a screwdriver up front to tighten the screw after each use. I contacted Rosen to be sure there was not a missing part. I even sent the visors in to be confirmed they were the right parts. (I do applaud their custome service). It really needs a bearing or a Teflon bushing with some friction adjustment, so the screw is not torqued when you swing the visor. Note that the Mooney factory visor used the same mounting point, but the swing was in a bushing part and never torqued the mounting screw. Other issue is if you have the compass on the post instead of glare shield. The visor will hit the compass. So you must move it in all axes with every swing from stored position to sun blocking position. With my Ovation, I decided to just carry sunglasses rather than get another Rosen set. I think Muncy's are the right balance, based on the pics. Not too big, so they will not hit the compass.