New Ovation Interior—DIY

[William Munney]

I have begun, earlier than i had planned, to refurbish the interior of my 1996 M20R Ovation.  By GA standards, the interior was not bad at all but it’s almost 28 years old.  I have been somewhat forced into the project because i smelled fuel in the cabin……..and, sure enough, the carpets were damp in spots and the floor beneath had some blue stains.  Paul Beck will do the full fuel tank strip and reseal this year and i will have it patched until then.

I am waiting for a factory new IO550, the prop and governor overhaul and the exhaust overhaul.  Almost finished with the Whelen LED light conversion.  It gets new wingtip and taxi/ landing light lenses, new gear shock discs and new tires and tubes too.

So, to rip out the carpets to investigate the fuel smell problem I had to take out the seats and unscrew some side panels…….and, well, in for a penny….in for a pound so I just kept going.  The carpet was original factory and i have to say i am bit disappointed by all the manufacturing shavings, paper and screws and rivets under the carpet.  It’s going to be a full day to scrape all the adhesive and vacuum all the crap from the nooks in the interior.

I was all set to send my entire airplane or the interior off somewhere but I just think the pricing at a few of the popular interior shops is ridiculous…… and now it seems that some of them wants you to do disassembly, crate it, ship it, wait for it, then reassemble it for very little price break.  I am OUT of that option.  You absolutely can do it yourself AND source it locally.

The interior is mostly very easy….if awkward, to take apart.  Seats first.  Now you have some room to operate.  Then loosen the side panels and tear out the carpet.  I will do the side panels later but they have few screws in them.  The real challenge, in my opinion, is taking out the electronics in the side panels….and keeping them labeled and organized.  Same with the overhead panel in the Ovation.  There is cabin air, electrical and lighting, and O2 up there to keep organized.  Go slowly.  Take a ton of pictures.  Take notes.  Label screws and other fasteners etc….

The  lower, carpeted portion of the side panels is held in by tiny screws of various sizes…willy nilly pattern.  I will replace them with stainless sheet metal screws of standard size.

Today, I visited some custom interior shops in the area.  Big and small.  Most of them have done a ton of boat and car work and even aircraft so they are familiar.  I am having the seats and carpet done currently and will do the ultra leather side panels later with some 28v led cabin lighting.

So far, I estimate i can do as good a job as any out there for half the price or less.  It will not be nearly as convenient as the one stop shop but less money out of my wallet and pretty satisfying as well.  Choose your materials, choose your colors, take control of the price.

The seats in my airplane are simple cushions in the back and the front seats are small and simple.  4 Headrests.  Honest shops will charge accordingly.  Gougers will hear “airplane” and triple their estimates.  I got that a few places and passed.  All do custom stitching and embroidery.

Below is the aircraft interior sans seats and carpet and the side panels loosely attached.  I don’t think it took even 2 hours to do.  Clean up and scraping and vacuuming is next.  I’m going to install new insulation and some sound proofing as well before i button everything together.

Thanks for reading.

 

Edited January 5 by William Munney
Clearity

[DCarlton]

Interesting they used so much glue.  The carpet kits from Airtex and SMS are nice enough but it sounds like you've already pulled the trigger on a local shop.  

[William Munney]

The feeling i got so far in taking my plane apart is that these are each hand made one-offs despite being factory “certified” aircraft.

I may look at the places you mentioned but the options i am exploring elsewhere are nearly unlimited in color and textures and almost any shop will use the carpet you took out as templates for the new stuff and you are guaranteed a perfect fit then as well.  They are aware of the paper required to satisfy the CFR’s.

Yep.  A TON of glue in there.  I’m taking it all out.  And the fuel stains too.  Ha ha.

Covering the plastic center console surrounding the trim wheel in Ultraleather.  You should have seen the crap under there.  I may adjust my useful load upwards 5 lbs for all the crap they left in the airplane during construction……..and dust bunnies.

Edited January 5 by William Munney

[GeeBee]

Just make sure you have the burn certs on everything you install, otherwise re-sale can become problematic.

 

[milotron]

What is the preferred material for replacing the carpet-covered sidewall panels? I think the originals are cardboard or fibreboard. Is there a modern material with burn certifications that is better or recommended?

[PT20J]

16 minutes ago, milotron said:

What is the preferred material for replacing the carpet-covered sidewall panels? I think the originals are cardboard or fibreboard. Is there a modern material with burn certifications that is better or recommended?

Airtex uses a corrugated plastic board.

In my 1994 M20J, Mooney only used the aluminized mylar foam insulation on the side panels and fiberglass everywhere else. I bought some Mooney foam from a MSC and replaced all the fiberglass insulation. The heat retention is much better in the winter now. 

[William Munney]

7 hours ago, GeeBee said:

Just make sure you have the burn certs on everything you install, otherwise re-sale can become problematic.

 

Thank you!  Tell me about that.  My understanding is that the materials just have to be tested……and that no particular rating is required?

[GeeBee]

https://www.avweb.com/features_old/interiors-legalities-and-part-91-aircraft/

[PT20J]

AC 43.13-1B 9-61 (2) directs IAs performing an annual inspection to verify that the interior fabrics are approved parts if a new interior has been installed. Some are more anal than others. Even though I bought my insulation from Mooney through a MSC, my IA wanted a copy of the burn cert which I had to get from Mooney.

[GeeBee]

Yep, I've seen more than one pre-buy fall through because of lack of burn certs.

 

[DCarlton]

3 hours ago, GeeBee said:

Yep, I've seen more than one pre-buy fall through because of lack of burn certs.

 

Since log entries don’t usually include all the supporting docs, where are the certs supposed to be filed or documented?  Does the IA just write down a number in the log ? 

[LANCECASPER]

1 minute ago, DCarlton said:

Since log entries don’t usually include all the supporting docs, where are the certs supposed to be filed or documented?  Does the IA just write down a number in the log ? 

I keep three ring binders in chronological order of every invoice, 337, oil analysis. This is separate from the logs but easy to cross-reference since you can find it by date.

[DCarlton]

1 hour ago, LANCECASPER said:

I keep three ring binders in chronological order of every invoice, 337, oil analysis. This is separate from the logs but easy to cross-reference since you can find it by date.

I do too.  Everything.  Got a file box full.  But since we’re talking requirements, I was curious what minimum documentation was required and how it’s supposed to be retained.  Folks don’t seem to attach it to log books any more.  

[GeeBee]

9 hours ago, DCarlton said:

Since log entries don’t usually include all the supporting docs, where are the certs supposed to be filed or documented?  Does the IA just write down a number in the log ? 

With my PA-18, I put them in a small manila envelope, stapled to a log book page. With the Mooney, AeroComfort is a Part 145 repair station. They provided a logbook entry, with "details on the work order at this facility". They provided the certificates and 8130s which like Lancecasper I keep in a binder filed in ATA order with the other 337s and 8130s. If those should be lost, the work order at the repair station can always be referenced if there is a question.

You have to keep your pitot static and transponder test result documents in your logbook, so stapling oversized pages and folding them in is normal. You can do the same with the burn certs if you desire that method. 

[Pinecone]

On 1/4/2024 at 8:52 PM, William Munney said:

I have begun, earlier than i had planned, to refurbish the interior of my 1996 M20R Ovation.  By GA standards, the interior was not bad at all but it’s almost 28 years old.  I have been somewhat forced into the project because i smelled fuel in the cabin……..and, sure enough, the carpets were damp in spots and the floor beneath had some blue stains.  Paul Beck will do the full fuel tank strip and reseal this year and i will have it patched until then.

I am waiting for a factory new IO550, the prop and governor overhaul and the exhaust overhaul.  Almost finished with the Whelen LED light conversion.  It gets new wingtip and taxi/ landing light lenses, new gear shock discs and new tires and tubes too.

So, to rip out the carpets to investigate the fuel smell problem I had to take out the seats and unscrew some side panels…….and, well, in for a penny….in for a pound so I just kept going.  The carpet was original factory and i have to say i am bit disappointed by all the manufacturing shavings, paper and screws and rivets under the carpet.  It’s going to be a full day to scrape all the adhesive and vacuum all the crap from the nooks in the interior.

I was all set to send my entire airplane or the interior off somewhere but I just think the pricing at a few of the popular interior shops is ridiculous…… and now it seems that some of them wants you to do disassembly, crate it, ship it, wait for it, then reassemble it for very little price break.  I am OUT of that option.  You absolutely can do it yourself AND source it locally.

The interior is mostly very easy….if awkward, to take apart.  Seats first.  Now you have some room to operate.  Then loosen the side panels and tear out the carpet.  I will do the side panels later but they have few screws in them.  The real challenge, in my opinion, is taking out the electronics in the side panels….and keeping them labeled and organized.  Same with the overhead panel in the Ovation.  There is cabin air, electrical and lighting, and O2 up there to keep organized.  Go slowly.  Take a ton of pictures.  Take notes.  Label screws and other fasteners etc….

The  lower, carpeted portion of the side panels is held in by tiny screws of various sizes…willy nilly pattern.  I will replace them with stainless sheet metal screws of standard size.

Today, I visited some custom interior shops in the area.  Big and small.  Most of them have done a ton of boat and car work and even aircraft so they are familiar.  I am having the seats and carpet done currently and will do the ultra leather side panels later with some 28v led cabin lighting.

So far, I estimate i can do as good a job as any out there for half the price or less.  It will not be nearly as convenient as the one stop shop but less money out of my wallet and pretty satisfying as well.  Choose your materials, choose your colors, take control of the price.

The seats in my airplane are simple cushions in the back and the front seats are small and simple.  4 Headrests.  Honest shops will charge accordingly.  Gougers will hear “airplane” and triple their estimates.  I got that a few places and passed.  All do custom stitching and embroidery.

Below is the aircraft interior sans seats and carpet and the side panels loosely attached.  I don’t think it took even 2 hours to do.  Clean up and scraping and vacuuming is next.  I’m going to install new insulation and some sound proofing as well before i button everything together.

Thanks for reading.

 

 

I like that console covering.  I wonder if one will fit in my K 252?????

Then where to find one.

[PT20J]

4 hours ago, GeeBee said:

You have to keep your pitot static and transponder test result documents in your logbook, so stapling oversized pages and folding them in is normal.

Are you sure? My logbooks have the altitude correspondence cards from tests run for previous owners, but since I have owned the airplane I have taken it to a repair station that just makes a logbook entry. I know that they keep the test results on file because the first time I asked for a copy, but lately I haven't bothered. AC 43-6D just lists a sample logbook entry and says that complies with FAR 43.9. Maybe @EricJ has some thoughts.

[GeeBee]

I don't have a cite on it because it has never been an issue, but I know my IA will not sign off an annual with just the logbook entry saying the card from the test must be present in the log.

[GeeBee]

This article implies the card is required

https://www.aviationsafetymagazine.com/features/pitot-static-checks/

"If you want to save time and money on pitot/static certifications, ensure the aircraft logbooks are in order. A huge percentage of aircraft have insufficient and questionable logbook entries lacking altimeter correction cards. Some entries are missing instrument part and serial number nomenclature."

 

[PT20J]

Well, all I know is what the FAA says:

[Schllc]

I don’t know about you guys but I have had a wildly variable interpretation of the rules from IA’s in my short experience. Some eager to fudge whatever it takes to get you out and some who hold lines in spite of obvious rules. 
I think that is one of the reasons they say pilots are responsible for ensuring airworthiness 

People are people, regardless of profession or credentials…

[GeeBee]

Found it. Part 43 Appendix E para d.

[EricJ]

12 hours ago, GeeBee said:

Found it. Part 43 Appendix E para d.

That doesn't say you need a correction card.

(d) Records: Comply with the provisions of § 43.9 of this chapter as to content, form, and disposition of the records. The person performing the altimeter tests shall record on the altimeter the date and maximum altitude to which the altimeter has been tested and the persons approving the airplane for return to service shall enter that data in the airplane log or other permanent record.

Interestingly, it *does* say that you need to write the date and test altitude on the altimeter itself.    However, if you take the altimeter out to do that, you'll have to retest the system since it was opened again.   So you have a  catch-22 situation, which is probably why nobody does that.   Or they just reasonably interpret that to apply to bench tests only.

In any case, it doesn't say that you need a new correction card every time.    The guidance cited by Skip @PT20J seems to be common practice.   My cert guy was also my DME in A&P school and pretty sharp on what the rules do and don't say.    His logbook entry just cites the max altitude tested, which is the only data required from the test.

 

[DCarlton]

1 hour ago, PT20J said:

Are you sure? My logbooks have the altitude correspondence cards from tests run for previous owners, but since I have owned the airplane I have taken it to a repair station that just makes a logbook entry. I know that they keep the test results on file because the first time I asked for a copy, but lately I haven't bothered. AC 43-6D just lists a sample logbook entry and says that complies with FAR 43.9. Maybe @EricJ has some thoughts.

This is an interesting discussion.  You guys have far more expertise than me as just an owner, but I had a mechanic look at my log book a while back and see all the stapled stuff in it and said you don't need to keep all this stuff any more.  My newest log book is clean, just stickers and entires; no supporting documents.  I will continue to keep everything in a file, but it's interesting to me as a former "govie" that interpretation of the rules is so unclear.... or maybe I shouldn't be surprised at all.  

[GeeBee]

I just got a message back from a instrument shop owner when I queried him about the requirement for a correction card in the log. He said, "Would you accept a log book entry of the performance of a compression check without the numbers?"

[PT20J]

1 hour ago, GeeBee said:

I just got a message back from a instrument shop owner when I queried him about the requirement for a correction card in the log. He said, "Would you accept a log book entry of the performance of a compression check without the numbers?"

Aw come on, you just want to be right.   A couple of us pointed out that it's not required by FAR. But, there is certainly no harm in having it. The compression numbers might be useful in establishing trends. But, can you honestly say that you gain any meaningful information from the card? Do you correct your altimeter in flight like you do heading with your compass card, or do you just fatten your logbook with it and never look at it again? Your original post said it is required to be in the logbook and I believe that we have established that it is not. The shop will generate it, so there is no reason not to get a copy and put it wherever you want, but it does not need to be stapled in the logbook.