By equaling the distance the air travels to each of the cylinders, the induction system assures a nearly balanced mixture of fuel and air in each cylinder.Ī more equal fuel/air distribution means a smoother- running engine - which is noticeable in the Ovation - and the ability to lean the mixture more aggressively, since all cylinders should peak at about the same fuel flow. The engine's induction-air intakes drape across the top of the engine like a tarantula sunning itself on a rock. The Continental-claimed fuel specific of 0.38 pounds per horsepower per hour comes in part from the tuned induction system. Fly high, fly low, fly fast, fly far, the Ovation has a mission profile to fit the job.īut its 280 hp notwithstanding, the Ovation's Continental IO-550-G engine brings with it a fuel efficiency that a Mooney lover can appreciate.
The Ovation, though, performs well in either regime and in between. A turbocharged airplane is at its peak up high most normally aspirated airplanes don't produce much power above 10,000 feet. The Ovation brings much versatility to the pilot. In that case, an electric standby pump is placed in the tailcone - a normal configuration for the TLS, which comes standard with two alternators and two batteries. Ovations with the TKS option come with two alternators, using up one of the engine pads typically occupied by the standby vacuum pump. The fluid keeps ice from adhering to the surfaces. The certification criteria demand complete electrical redundancy for the two pumps that push the anti-ice fluid through tiny holes in the titanium leading-edge skins. The Ovation is the first normally aspirated piston-powered single to be certified for flight into known icing. Ovations equipped with Mooney's certified TKS anti-ice system come with even more redundancies. If you run down a battery in an attempt to start the engine on a cold morning, flip the switch and bring on the fresh one. A 100-amp alternator powers the electrics, but if that packs it in, two batteries pick up the slack.
Like the TLS, the brawny Ovation carries with it enough redundant systems to get it through almost any inflight crisis short of an engine failure.Īn engine-driven vacuum pump normally drives the Ovation's gyros, but another engine-driven pump is always in standby. Its normally aspirated 280-hp Continental IO-550-G allows a max cruise speed of 190 knots in the comfort of the TLS's 20-inch- longer fuselage. The Ovation, then, filled a gap in Mooney's lineup. But until the Ovation debuted in 1994, Mooney customers who didn't need a turbo were shown the MSE, an efficient 200-hp, 168-knot airplane, but one that uses a shorter fuselage. The turbo'd airplane is terrific for those who need to fly high and for those who don't mind paying the higher acquisition, fuel, and maintenance costs associated with such an installation. The Ovation's faster sibling, the TLS, gets its 220-knot maximum cruise speed by utilizing a turbocharged 270- horsepower Lycoming TIO-540 engine.
It extracts sizzling performance from a tried-and-true engine and airframe, yet makes life easy for the pilot by embracing sophisticated and modern systems. The Ovation is a commonsense kind of airplane. Therefore, it was not surprising that some Mooney aficionados gasped when the company introduced the Ovation with its big-bore Continental engine. With a sleek fuselage and flush-riveted surfaces on much of the wing, Mooneys have always been top competitors in their class. To many in the general aviation community, the words Mooney and efficiency are synonymous.
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