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Hello Everyone!! I have owned several Mooneys, starting with a 1984 201, followed by two 252's, two "M" Models and finally my current Ovation and have logged close around 2.300 hours in all of them and flown them everywhere in the U.S and also to see Angel Falls in Venezuela. I found that I could "roll on" practically all my landings in every Mooney except for my current Ovation. I would throttle back approaching or crossing the threshold and then just run the trim in ground effect and they would roll on all the time. This 1995 Ovation has taken me a while to master and I believe that it is because of the slick cowling without cowl flaps making it a bit more tricky to keep the final approach speed nailed as well as the nose not coming up completely after running the trim. Also, the somewhat limited view over the higher glare shield in the 1995 model change the landing "picture" compared to the other Mooneys. I do not use speed brakes on final since I prefer to master the "clean" technique with correct approach speed and believe it "rolls-on" better without them. I did this video on landing the Ovation and hope it helps those that may be interested. https://youtu.be/hnFt4vGmm7s

Who would imagine that Thursday of Airventure 2023 would be an immensely busy departure day??? I was leaving Oshkosh to go to Oasis Aero in Willmar, MN to get the annual done on my Ovation. ATC was using Runway 27 that morning for all departures and some arrivals while using Rwy 36 for arrivals only. There were more planes coming from the South side of 27 than from the North. A twin Cessna on the South said on the radio that he had been taxiing for 2-1/2 hours and his engines were getting "warm". Shortly after that ATC noted he was having trouble taxiing onto the runway and it was because the twin had a "dead engine". Ughhh!!! It took me 1 hr and 40 min since engine start on the North side to takeoff. Fortunately CHT's were OK but oil temp was slowly creeping up .... ATC managed the volume of traffic superbly always being jovial and professional at the same time. Quite a few rapid fire instructions along the way. Enjoy the rapid fire ATC!! Chris

Hi, looking to buy an MSE/Allegro, Encore (at least 1000 lb useful), Eagle/Screaming Eagle or Ovation to replace my micro-burst damaged Mooney (hangar door fell on it). I've owned the Mooney since 2001. I prefer the newer round window style, 28v. IO-390 replaced - awesome. Prefer low to mid-time, tanks recently resealed, prefer no Moritz gauges or replaced with JPI / etc. no corrosion. I know Mooney s and their maintenance pretty well ( I do most of it). Cash buyer. I am located in Mesa, AZ. Want to put into service by Dec 31st. Thanks, Eric S 480 862 4658

Flew to Oshkosh from Northeast Florida with a fuel stop in South Wisconsin for lowest priced fuel in the area and close to 1 hr flight from there to Oshkosh. Total time from takeoff in FL to landing at Oshkosh was 6 hrs 50 min and around 84 total gallons of fuel having run the engine lean of peak. Had headwind all the way and some convective Sigmets to thread through. The weather in Wisconsin was close to MVFR due to significant haze from Canadian fires so controllers had Fisk approach set up with 2 NM in trail rather than the published 0.5 in the NOTAM. Great flight with awesome controllers!!!

Had filed IFR for flight between Lake City and Fernandina due to bad weather with thunderstorms along the way. Turns out I ended up in a valley of VFR where it was quite smooth. Had a really nice surprise when I heard a friend who is a controller with Jax Center on the air who then gave me my clearance. Upon arrival at destination found myself a bit fast and a touch high turning base to final so decided to use a slip to lose altitude rather than speed brakes. Fun flight!

I went to Sun n Fun a couple of weeks ago during the middle of the week. On the way there I had hoped to be able to arrive in IFR conditions for a first time to either Oshkosh or Sun n Fun with an IFR approach. But…. Ceilings lifted to MVFR and had to find a hole to get below clouds and then end up going to hold at Lake Parker due to a T6 (?) having a gear collapse on landing closing the airport for one hour. This is the departure video where we end up with our heads on a swivel watching for busy traffic after takeoff. My buddy is an experienced pilot and he was definitely watching for traffic. Great guy!! Enjoy! Chris VERY BUSY Sun n Fun 2023 Fly-Out!! Head on a swivel!!

LIFR conditions on the coast with conditions deteriorating due to sea fog to roll in a few hrs. Unlimited ceilings some 20 nm inland and VFR at destination. Runway looked clear from the air, but on the landing roll-out saw some deer running along the left side of the runway. You should increase the brightness of your screen and then you should be able to briefly see the deer as well as the whole video better. Enjoy!

Recorded a landing in my Ovation with strong 15 tk winds as well as gust factor which I do not remember. Turned out really nice! Chris

This is my first night flight after having installed a GTN750 Xi to replace 530W, GFC500 to replace KFC150 and GI275 EIS to replace Insight G4 and all other engine gauges. Also changed glare shield lights to green LED's. I had done a couple of previous flights in daylight to work out some bugs and it was ready for a night flight! It was a perfect night to fly: smooth air and stunning sunset that I "chased" flying West. Also had a really nice night landing with the new LED runway lights at 15FL. Enjoy!!

Hello everyone! I am posting the video of a really nice flight I did with my daughter and her boyfriend over the Hudson, across Manhattan over N. Central Park, and back down the East River using the Skyline Route in Class B airspace. It was a first for all three of us as well as the first time for Chris flying in a small plane. NY ATC was just amazing as well. I also had Chris fly for a bit to get him enthused. Flew out of Lakewood, NJ which was a great airport as well. Quirky winds though which almost always seem to be crosswinds from every possible direction... Enjoy!! Chris

I have always “felt” that speed brakes might increase the stall speed in a Mooney. However, never really read anything specific nor does the POH publish any stall speeds with the speed brakes deployed. So, thought I would take to the skies and do a “test” flight. I was a bit surprised and now believe I understand their effect better. Stalls in a Mooney Ovation - effect of weight and speed brakes.

...to part ways with the Ovation3 that I love and cherish - sometimes more than life itself. Like many of us in this position, family/personal and work situations have changed (mainly for the better), and "it's now that time". My goal - and some may say I'm being unreasonable - is for this airplane to go to a truly-dedicated current or future Ovation pilot who will carry on my legacy of impeccable maintenance and pedigree. It needs to be hangared, maintained, and treated as a priority in someone's life by someone with the means to do so. Anything less - I politely suggest looking elsewhere or considering another airplane. What many don't know about me is that I happen to be very particular about who owns these airplanes, how they're flown, and how they're maintained. It's a fault that I openly admit, but one for which I offer no apology. Having said that, and climbing down off my soapbox, have a read through the description, look at the pictures, and reach out if you have additional questions. Taking out the "emotional value" that many of us feel in a position like this, my asking price is based on several inputs from the professional community as of late, as well as valuation tools available to all of us. It does not necessarily reflect the volatility of the market as we've all observed today. I have just started scanning logbooks, and need a few more days to complete them, so I will update here (and/or update anyone directly who reaches out and asks for them) when they are ready to be sent out. Thanks for looking, and please reach out with questions...preferably via PM, and we can chat via e-mail or phone or both moving forward. -Steve N2145X Full Spec Sheet No damage history – No corrosion – Hangared since new – One previous owner (who also hangared the airplane since new) 1851 TTAF – Complete logs since new Engine – 826 since factory reman (Continental IO550-N8B 310HP, 2700RPM, 2200-hour TBO) (installed 6/2014) Prop – 826 since new Hartzell PHC-J3YF-1RF /F7498 (Acclaim Type-S) (installed 6/2014) Garmin G500Txi with synthetic vision + Jeppesen ChartView unlock (installed 2/2021) Garmin GTN750xi + Jeppesen ChartView unlock (installed 7/2020) Garmin GTN650xi (installed 7/2020) Garmin GFC500 autopilot (4 servos – pitch, roll, pitch trim, yaw damper) (installed 2/2021) Garmin GI275 ADAHRS backup ADI (installed 2/2021) Garmin GDL69 XM weather Garmin GSB15 dual USB charger – 3.0A ports (installed 7/2020) L3-Harris Lynx NGT9000+ Mode-S Extended Squitter (ES) ADSB 978 and 1090 In/Out TCAS/TAS/Active Traffic JPI EDM930 engine monitor (installed 7/2020) CIES digital fuel senders PS Engineering PMA-450A audio panel Bose/LEMO plugs at all four seats Mid-Continent MD-93 digital clock TKS known ice-equipped (windscreen, prop, heated stall warn, ice light, 20A standby alternator). Standby Alternator new in April 2021. PreciseFlight speed brakes All Whelen (WAT) LED lighting: OR650E wingtip white anti-collision + NAV (ACL portion synced with “b.”) OR500 tail white anti-collision + position (ACL portion synced with “a.”) Model #90724 lower red anti-collision beacon Parmetheus Pro landing lights Model #78013 baggage light A508-24 wingtip trailing-edge lights (non-WAT product) Reiff TurboXP full engine heater + oil cooler heater strip option White LED glareshield lighting with Max-Dim LED panel controls Full exhaust system and muffler proactively rebuilt by Acorn (12/2019) 115cf Scott 4-place oxygen system – current Kevlar bottle good for 10+ years (15-year life) Two Concorde RG24-15M batteries (#1 new in 11/2020, #2 new in 5/2020) Acclaim Type-S flap gap seals (installed 5/2021) New UV grey main windscreen (installed 1/2021) New GEE BEE Aero Products silicone cabin door seal (installed 5/2021) New Rosen sun visors (installed 3/2021) Medeco high-security locks on both main and baggage doors Iridium fine wire spark plugs installed since engine was zero-time + Gold Seal ignition harness 25 to 30-hour oil changes with regular analysis and clean history Paint 8.5/10, Interior 8.5/10 All annuals since 2012 by Brian Kendrick – San Marcos, TX Useful Load – 1006 lbs. Additional Notes: Fresh annual by B. Kendrick done 5/2021 91.411/91.413 IFR certifications next due 2/2023 Redline Aviation “Sidewinder” tow bar, 2 batteries, charger, and storage bag included Start-Pac 24V portable power supply + Kennon full cockpit cover included 3/4 full barrel of TKS-406B fluid with over a year before expiration date OFFERING AT $274,500 OR BEST OFFER

Hi all! Garmin will have our recently upgraded Ovation 2 on display at the Garmin exhibit during AirVenture Oshkosh featuring the G500 TXi flight display, dual GTN Xi navigators, dual GI 275 electronic flight instruments, and the GFC 500 autopilot. Stop by, say hi, and take a look at how we upgraded the company Ovation! For more info on new products, seminars, and other Garmin news during Oshkosh, visit www.garmin.com/Oshkosh. Kyle

Since my Mooney is going for an annual by the end of this month I flew up to 11,500 feet to perform "in-flight engine diagnostic tests" as recommended by Mike Busch and SavvyAviation. The tests I did were the GAMI sweep to confirm my GAMIjectors were performing as expected and also a LOP mag check to evaluate the ignition system. In the video I show part of the "sweep" and the LOP mag check and then go on to show how SavvyAviation displays the data collected by the engine analyzer. On their site one can toggle through GAMI sweep views as well as Mag check views. If you subscribe to their service they will also give you a detailed report of the findings. I also show what the report looks like. CK

Recently I had the pleasure of an unrealized comparison flight between the 2000 M20R I currently rent and a friend's 201. Two weekends ago we took a flight in the 201 to San Angelo (SJT) for a $100 hamburger run. At 7000' and 150 TAS, we were seeing about a 10 knot tail wind for a gs of 160 knots. Not bad. On the return, the winds picked up in the opposite direction, with 150 TAS, we were at a painful 120 knots over the ground. This past weekend I took a friend to Stephenville TX (SEP) for arguably the best BBQ around at Hard 8. In the Ovation we went up to 11,000' 180 TAS, and making 200-205 knots over the ground. On the return with the same type of headwinds, I was at 8000', TAS of about 185 and 165 knots over the ground. The fuel burns in the Ovation averaged about 14 gph while the average in the 201 were about 10 gph. I get the efficiency of the 201 at low fuel burn is really good, and good numbers may be in store with a bit of a tail wind. But you always have that wind working against you on the way back. I guess now that I've experienced the power of the IO-550, it is soooo hard to convince myself a slower, less powerful plane is worth the money. It doesn't seem to me the 4 gph difference in fuel burn Is worth it. Now I see why the Missle and Rocket guys are so amped up about their performance gains. Thoughts? Comments? Thanks, Matt

I have done the search and read what’s available but I can only interpolate some of the information to my plane and installation. I’m planning on replacing my left mag with a SureFly electronic ignition. The left mag is the more difficult to replace and my right mag runs the smoothest of the 2 so that made the decision easy. Having 3 mag failures in various planes and a recent defective mag that caused all kinds of expensive trouble shooting and unnecessary parts replacement for my engine monitor, I’m hoping this is a good solution and not just going to create new problems. I’m also looking forward to the potential high altitude performance gains with the variable timing(mixed reviews on this), smoother LOP operation(positive reviews), no 500 hr inspection and the 2 lbs weight savings. One concern is that people with 24V systems have been having more problems with the surefly. Most seem to be related to other airframes installations and not running the power directly to the battery. With the Mooney that means a long wire run through the cabin. I was wondering if anyone is currently running the surefly on a long body(24v)has had any problems with the unit and it’s power source? From what I understand the system reset itself if there is a slight disruption in the power supply and this seems to be less of a problem with the 12V applications. The mixed reviews with the variable timing seems to be related to the Improper installation of the power source on both the 12 and 24V systems and improper setting of the initial timing with the hardware. Another concern Is the RPM pickup with the EI MVP-50. It looks like it reads RPM with 2 channels, 1 channel going to each mag connecting to the P-lead with an isolator and picking up the pulses. With the surefly the EI installation manual says it doesn’t need the isolator since the output is not such a high voltage that will damage the MVP, I just wanted to see if anyone has experience with this and if the hook up was as simple as removing the isolator? I will call both companies on Monday to verify this but wanted to start my install this weekend. Thank you

I was asked in a PM whether the active leg of a hold was displayed in the GI 275 while also displaying it on the GNS 530W and if it was flown correctly by the autopilot.My setup is a GI 275 ADAHRS+AP as primary ADI and a GI 275 ADAHRS configured as MFD/Standby ADI. They are connected to the GNS 530W and the ADAHRS+AP unit drives the KFC 150 autopilot. They work perfectly together and will fly a hold and course reversal without any issues.This video shows them in action. Regards, Chris Koppel

This video shows how the dual Garmin GI-275’s perform superbly in an RNAV approach into KFHB in low IFR conditions getting me down to minimums. The scan is easy and clear. Horizontal and vertical deviation indicators on both the ADI and HSI are clear and easy to fly with. The KFC 150 autopilot is driven perfectly by the top GI-275 (ADAHRS+AP). Just remember to put autopilot in APR mode once the Navigator (in my case a 530W) shows an approach mode such as LPV!!

Good Morning, Does anyone know a Ferry Pilot that could fly my Mooney Ovation 3 from California to Germany? The new owner would be looking to fly with him/her for the expierence........ Thanks Mike Johnson Mooney Ovation 3 N871TX

Greetings All -- My plane is in the shop for some panel work, so no flying. When it is flying, my engine monitor doesn't report %HP, so that got me to wondering how those that do calculate it for each engine type, since obviously RoP %HP is dependent upon a number of factors, some external and others tied to the specific engine. Not many manufacturers reveal much about their algorithm, and many seem to rely on fairly simple treatments, which I assume do not produce consistent results over all power settings. After some reading and research, I was able to assemble a model from several sources, though, and put together a spreadsheet to do the calculations. The guts of the parameterization comes from a nice analysis done by Calle Hedberg and John Smith at MGL. I have attached the spreadsheet; as constructed it is specific for the 310 HP NA IO-550. it could be tailored for other engines with the use of appropriate parameters. Seems to produce reasonable results, consistent with experience and within a few percent at worst of the published tables where they overlap. It does both LoP and RoP (the interesting case) and plots out a variety of data, including for grins the lean offsets required to keep out of the yellow zone of the redfin for a given set of inputs. Thought this might be interesting to someone here, so if it is, it's yours. If you do use it, I would welcome feedback on if it produces results that are consistent with your engine monitors, etc. Enjoy! Cheers - Bob P.S.> The sheet is protected, but can be unprotected without a password. IO-550N Performance Calculator.xlsx