1964-M20E

Well the Donkey effect may keep some of the exhaust residue from collecting on the belly of the plane.

Tom pardon me but please bring us up to date again on this. Have you talked or communicated with the person or persons who actually have the STC data and ownership? Have you tried to do a lease / purchase or licensing type agreement with them to use the STC? I'm thinking like $500 to $1,000 per STC. You get to sell the parts and have more of your systems out there (future parts sales) and they get some monetary benefit from it as well. Eventually after so many licenses you would own the STC outright and have full control of it. If the total cost of materials and STC can be kept reasonable (I'm thinking $15k+/- for a kit) you might just be able to sell some kits.

Everyday is different but last year about this time of the year I flew from Idaho Falls to Portland area and encountered IMC conditions along a good portion of my route at 110 due to smoke. Otherwise it would have been VFR.

I use a dry Teflon or silicone lubricant. Clean well with carburetor cleaner and the apply the dry film lubricant. Works well and does not collect dirt.

Yeah since you saved so much getting it bite the bullet and get the IFD 550 you will be satisfied with it. We promise we will not kick you out of the CB club.

Well good luck, grab life, hang on and live it. Paraphrasing someone smarter than me "in life you will regret more of the things you didn't do than the things that you did do". and to add to that "there are somethings you ultimately will do but you will regret you didn't do them sooner".

Training in a low is fine. When I was getting my license150s and 172s were more available than low wing. However, I did not find it difficult to transition to the Mooney from flying almost exclusively high wing aircraft with small amounts of time in low wing aircraft. Low wing aircraft tend to float a bit more in ground effect when landing than high wing aircraft. The view is different between the two and for sightseeing high wing aircraft are better but once in the air they pretty much fly the same way. Oh and having $5,000 when starting your training is good.

Will Welcome aboard First thing I would do is find a place where you can rent a 172 or a 150, find an instructor and get you PPL either a school or independent instructor. I did all my ratings PPL, IR and Rotor using independent instructors in either rental or my own aircraft. You really don't want to be struggling with learning to own and maintain a plane while learning to fly. Twice the drain on your budget. You can buy a Mooney and get your license in it some have done that but many older Mooneys only have brakes on the pilot side. Some instructors may not like that early on in your training. You say you have 175 hours how many of those were with an instructor? Those are the only ones you can take credit for to get your license. Make sure you have a minimum $7,000 (min 40 hours $150 plus miscellaneous items) in the bank dedicated for flying to get you license. This cash is above and beyond any emergency cash reserves you need for your normal life. You may spend less than this but you will have it covered. This way you do not have to postpone flying because you do not have the money. Make sure you put flying on your schedule just like soccer games, baseball games for the kids. You go fly first that is on the schedule. Set a goal to get your license in 6 months oar less it is doable. I got mine in 5 months while a full time college student, and working part time to pay all my flying expenses myself. Once you have your license get checked out on any other plane you can i.e. complex (retractable gear and adjustable prop), high performance (>200HP), maybe a tail dragger. Get to the point where you have about 70 to 100 hours pilot in command PIC. Now define your mission. Where do you want to fly, cross country, local, high and fast, low and slow? How many people will you regularly carry on a normal flight? Once you have determined what you mission is find a plane that fits that mission as closely as possible. When I was looking at purchasing a plane the Mooney, Piper Arrow and Cessna 177RG floated to the top of the list. All 4 place, 200HP+/- 135 to 150kts +/-. Mooney airplanes wonderful and capable and if it fits your mission you will not be disappointed in almost any model. Others will chime in with good advice as well.

Looking good glad you took the item and effort to get this plane flying again good luck and fly it often.

I think by the time you feed it helium and avgas you would probably rather feed a helicopter.

Nice I would replace my AI with it. As far as DG and HSI without AP integration and no ability to connect to a traditional NAV output I'd pass on that one probably go with a G5

Rudy aircraft instruments in AR is a good place I just had my AI overhauled by them. My DG tends to drift as well I guess I should have sent that to them at the same time. http://rudyaircraftinstruments.com/Home_Page.html

Where are you located? Your 985 prefix puts you close to me and I have the tools. You are real close I will trde you use of the tools for left seat in the Ovation.

I removed the spring loaded door. I like to see the breakers they are part of the plane and do not need to be hidden. However, I am an electrical engineer so I like those kind of things.

Dude unfortunately the gremlins have set up house keeping in you r plane and have not intention of leaving soon. Sorry to hear this. Sounds like everything was OK with the engine running though. Just a new electrical gremlin. Check you alternator field wire with all you were doing in there the wire may have gotten broken or loose. Hopefully the electrical is that simple. The Garmin was probably rebooting due to low bus voltage. Good luck at least you are in a place more accessible.

Welcome aboard this is a good place to learn. You will get a lot of folks downgrading the plane and that may very well be warranted. The plane is a 65 C model. The registration N5800Q is currently expired and canceled since June of 2017. So this is one hurdle to overcome when selling or moving the plane. https://registry.faa.gov/aircraftinquiry/NNum_Inquiry.aspx FAA we site for registration. You say it has sat for a while How long? Has it been on the ramp outside or in a hangar? Do yo have the log books? How much is it worth that will depend largely on who you talk to but don't expect too much from it. It may not be worth much more that it's scrap metal value. Provide more photos of the inside would be of assistance. You say you inherited it from who? Was it your father, uncle ?? You might want to get a licensed FAA mechanic, Air frame and power plant with inspection authority (A&P / IA) to do a cursory look of the log books and the air frame for 2 maybe 3 hours max at his normal shop rate of probably $75 to $100 an hour. He can help you in person to learn a little more about these wonderful planes and what this one maybe worth. A lot will depend on the condition of the air frame. These engines don't like to sit around for long periods of time with out being used. Other members will start chiming in with all ranges of advice. Maybe you should look at this a as an omen and learn to fly and become a pilot.

With all that fuel flowing around I'd be careful with those flames off the nose. Glad you got it sorted out.

You need to love this site, the members and the vendors that monitor and respond to request, questions and comments. MS is a great resource to the community of Mooney owners.

Ouch lots of forces from the prop acting on the camshaft and timing gears would have to be huge. However, it might work. Not to say you couldn't do the opposite once you have a reduction unit use that to turn the cam and eliminate some weight of the timing gears.

You can try Aerospace welding as well. https://awi-ami.com/?SID=n2hfh939k8260j8bl2s59qrs56

The fuel flow on the servo at full throttle may not be adjustable but you can ensure that when the red knob is pushed all the way in the mixture lever on the servo is in the full rich position. This is linkage adjustable.

Turbines are sweet. I'd love to see a turbine option but there are problems: Fuel consumption, I fly an Enstrom 480B light turbine helicopter GTW 3000lbs. It burns 27GPH +/- rated at 277HP in cruise. Buy in cost way too high unless you can produce a 300BHP rated turbine for the same costs as an IO550. There is a company that produces a turbo prop but it is rated at I think 160 to 180HP. It is the same company that makes the jet engine for the Subsonex. I think this one comes close but it is still expensive. We just did the 1750 hour engine inspection we changed several turbine wheels in the hot section $110AMU+ not including R&R. This was not a complete overhaul but close. Somewhat like doing a top end on our engines. Turbines are much better suited to higher altitudes where O2 or pressurization is the order of the day. I know some of our turbocharged Mooney brothers do fly in the teens and a little above that. If I had a turbo charger I'd probably go into the teens more often. End of the day I think turbocharged, water cooled, engine diesel or gasoline in the range of 200 to 300+hp continuously for 2000 hours plus. Cost point between the overhaul and the new cost an IO 360 or 550 would be ideal with roughly the same weight and form factor as the existing 4 or 6 cylinder.

I've landed after a heavy rain and I could have used a sea plane. Talk about your soft field landing. I wonder if that counts towards SEL rating??? It also gives you some feel for a tail dragger you have to fly the plane until it stops when the field is wet like that. I have been stuck on the grass taxing back to the hangar before. That problem was solved 4 years ago when I put a concrete apron in front of the hangar.

Oh welcome aboard Bill and congratulations on the newly acquired plane. Some photos of the plane and your general location is always helpful.

You might want to give us a list of the equipment currently installed and panel photos. Knowledge will allow the family to make suggestions easier. We are good at spending other peoples money.