1964-M20E

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.

Very true, but none of us will come out on top when we finally sell our beloved airplanes especially if you have made any improvements. Spending more money now just saves you from spending more money later and you get to fly sooner. We do what we do because we love it. It is our hobby, our passion or whatever. We use our planes for fun, transportation and agony if I wanted an investment to make money on I would not have bought a plane. Had I invested the initial $25k of my E (which I pulled from investments) and the $55k in the F and the additional $ since then for maintenance and upgrades I would be in much better shape financially but I would have had to deal with TSA more, driven more and impressed a few less people over the last 8 years. I for one think it is doable (if the air-frame is solid) for someone who is willing to work and has a mechanic willing to work with them. I'm not interested in doing something like this but for someone who is go for it and save another plane from the scrap yard. However, like I said go in with your eyes open and knowing what to expect. You will have some agony, blood, sweat and tears though the process. We all do unless you are in a position where you simply write a check for everything and even then it hurts when you have to put too many 0s on that check.

Look at it this way. Are you good with a wrench and willing to get dirty? Do you know a mechanic that is willing to work with and supervise you? Expect to pay him for his time to educated you. Do you expect to spend $40 to $60k in the next 2 years on the plane including purchase price? You will have a lot of gremlins to exterminate in the plane and they and their friends will return quiet often in the first couple of years. Get a mechanic to do a good pre-buy focusing on air-frame corrosion and critical airworthy issues. Expect the engine to be overhauled in the first couple of years after purchase. You may get lucky and go longer or it could be much shorter. If everything is serviceable in the engine you could possibly go with a field overhaul for $15 to $18k. The AD on the prop is a pain but live with it for a few years. Expect to upgade avionics in the first few years as well. Offer $10k +/- they are already in the hole just paying hangar fees for the past years it sat and basically that is what you are paying them for. They are giving you the plane. Do what is necessary to get a ferry permit and bring it to your hangar. You will most likely want an individual hangar so you can work at your leisure and not bother others. Plan on spending the first 4 to 6 months going though different items refreshing hoses, making sure contacts are clean etc. Once you can get the annual signed off and it is airworthy fly it locally at first then gradually go further. Once you have put about 100 hours on the plane in the first year and you have competed your second annual with the plane then start looking at any upgrades you want to do i.e. radios, interior etc. Food for thought: To buy a quick build experimental air-frame you will be paying $30k to $60k no engine, interior or avionics etc. of any kind. I say if the air-frame is solid go for it but do so with open eyes. Save this majestic bird.

Almost half of my landing are on grass. I'm based on a grass strip. Now a long body or a rocket with the 6 cylinder engine up front maybe less so on grass but I'm sure it can still handle it.

by leaving gaps it allows you to go back and insert some really neat ones in between. We had F105s, F100s etc.

A friend of mine just had his 182 painted in Luverne AL at Sieks airport 04A. He is and IA so he R&R his control surfaces himself. His paint looks good. http://paintyourplane.com/

As for the I pads not necessarily so since the ship battery maybe charging the I pad and the alternator still may not be working. If you do not have a volt meter you can probably get one of the st plug in volt meter at the auto parts. Plug it into the cigarette plug. If you see less than 12.5 volts then something is amiss in the alternator charging circuit.

Yeah but I'm sure they have about 3 hours of fuel when they take off burn the first hour of fuel getting there on AB then they have an hour or so they can play with you like a cat with a ball. By this time the second pair of fighters or cobra helicopters have arrived on scene and the tanker is circling overhead ready to give them boys a drink whenever they need it. Now low and slow might be the best defense and a total electrical failure in the plane, However, the cobra pilots they live for that kind of stuff and they can go slower and lower than we can.

Do you have another instrument that will show you volts? Look to see if you are showing 13.8 or 9 or higher this will tell you if the alternator is working and the problem maybe in the ammeter circuit only. You can also use a volt meter in your cigarette lighter plug to test the voltage and the engine running of course. The other first thing to check with this problem is the field wire to the alternator. Make sure it is tight on the terminal and the wire is good condition back to the voltage regulator.