DonMuncy

This was the way it was done on Volkswagens way back when. You ran it until it faltered, then switched to the "reserve" tank. This was just a section of the tank that was accessed by the reserve valve lever (and refilled when you filled the tank). Some people still screwed it up by not switching back to the "regular" setting after filling the tank. Then, when it faltered, you were really out.

Lucky guy re the machines and tools. Good job on the knowledge. My equipment is poor and my self taught knowledge probably no better.

I feel the same way. I would not recommend anyone do some of the things I have done with tools. Life would be much nicer if I had some better stuff. At the hangar I have a cheapo Harbor Freight drill press and sometimes it is a challenge to get a hole within 1/16th inch of where I want it.

Bill, What kind of equipment do you have to make the block.

Good to know. My side mount ones are not a problem, but for the earlier ones (center mount), I wanted to know whether I had a clearance problem. Mine (K model) are 3/4 inch. Are all the earlier ones that size also?

I now have my production under control and am beginning to start working on a design for the center post mounts. Can some folks chime in and let me know if all the models have at least 1/2 inch clearance between the center post and the windshield.

I really can't believe I have zero photos taken while I was taking primary, instrument, commercial and multi training. I think I did not know how big part of my life aviation would ultimately occupy.

The responses I have seen on this thread are some of the most well reasoned and insightful I have read lately. Kudos to you guys.

As previously posted, overhaul cost vary a bunch. If I were doing it, I would think a run out engine should discount the plane by the midpoint between the most expensive replacement engine (Factory reman, etc.) you can find and the cheapest OH. Remember, the ultimate answer will be whatever you can negotiate with the seller.

If this is the lens that is less than 6 inches in diameter and slightly convex? If so, any reasonably competent hangar elf can make a replacement. I can get my elf to give you a detailed run-down on how to do it. It does require an old one to work from however. Or if you send me the old one, I could probably get him to turn one out for little more than the cost of materials. Certainly under $20.

I think we are lucky to have both.

I think that buying a plane near, at or even beyond TBO is very smart. The price is already reduced by the cost of an overhaul (at least it better be). So any time you get before having to overhaul is free. And there is potentially quite a bit of time left in it. The downsides are that you have to be careful with oil changes, oil analysis and borescopes, and you may draw the short straw and need the overhaul quite soon. That leaves you with no airplane for a period of time, and the hidden costs of overhaul (ferrying the plane to the A&P, transportation costs for you, shipping costs for the engine or components, etc.) But that risk is likely to be overcome by having 1 or 5 years of free engine.

Husk To me, there are a couple of aspects to your situation. Learning to fly the plane is problematic, but not insurmountable. The faster, more powerful and more complex, the more there is to absorb. This is why it is so important to have a Mooney specific instructor, knowledgeable about the plane you are contemplating. But, no matter what, you will eventually get that all sorted out. My first plane (ownership) was/is a 231. It took a while with engine management complexities, etc. However, the more troublesome aspect is the judgement necessary for true piloting. An instructor can definitely help in showing what to look for, but the real learning (in my opinion) has to come from doing it. Flying in good weather close to home, like what is typically done in training, simply doesn't do much for getting one ready to take on "traveling" by plane. Unfortunately, the only way to learn that is by doing it. And it takes a lot of hours. There are no shortcuts I am aware of. The really tough part is that in order to advance, you have to continually push your limits. But if you push too much, it gets very dangerous. So balancing that advancement/safety issue is what takes all the time. Continual training and patience is the key. Just my opinion. Others may disagree. Or maybe I'm just slow to learn.

It seems t0 me that using "piggy back" collar on a probe should read a little different than a probe, which presumably reads at the "bottom" of the well. Having all your sensors reading off the spark plug base should be OK, as would all reading in the "well", as would reading all in the piggy-back mode. I think that technically, a different temperature would apply to each measurement location. What drives us crazy is having different ones reading different places, and trying to make sense of the different numbers.

Everybody here is giving good advice. Ultimately, you take all the advice into consideration, and jump whichever way tickles your fancy. Unless you are very unusual, you will be extremely happy with your choice.

Not only looks classy; useful too. Maybe I ought to up my price and furnish them with those, specifically for the plane. Just kidding. Don

Can one "scan" a CHT reading of 378 degrees. At a glance you can see an analog is a little under 400. I agree there are time when you want to know within a few units, but other times you want to scan for unusual readings.

I have found the ideal is a large syringe. You can push up to the desired pressure and hold it there without effort.

Does anyone know if the owner is one of us.

Yes, I've been a member for 57 years.

I just looked, and apparently AOPA sends me window stickers every year. I have a surplus if anyone would like one or two. I also am flush in EAA and SCCA stickers.

Try Wriston Aviation 214 212-0499

Please don't. I read all the MS posts and it burns too many of my ever diminishing brain cells sifting through politics.

What rotten luck, Mike. Hope you and the wife recovery completely and quickly. Also hope you have ready access to quality medical care.

I'm sure there are others with a J or earlier closer to you, but if You can't make it work, plan a short flight up to Dallas Executive and see, sit in and possibly ride in my K.