EricJ

The British have often used 'Mark' to indicate a revision number for various engineering designs, including cars (e.g., Jaguar) and airplanes (e.g., Spitfires). They did this a lot during and around WWII, so it was still in vogue when the M20 was designed in the late 50s. It got used for marketing a lot of things other than airplanes, too.

If it's dimmable it should be okay. Even many of the smaller bulb replacements are dimmable these days.

The overhead dome light can be replaced with an LED that draws much less current than a bulb, so if it gets left on it won't drain the battery as much.

You can check the output of the Zeftronics regulator with your multimeter in both DC and AC modes. DC should be ~13.7-14V when running, AC will ideally be zero. If AC is not zero it might tell you whether there's some noise on the output.

Generally there is a capacitor, yes.

Some airports that experience high DAs have these signs. I know of at least two in AZ, this one is at Springerville, which has a field elevation of 7055 feet. This was in October of last year. I was by myself and the tanks weren't full, and it was a relatively uneventful takeoff. Climbout was kinda slow, but other than that it wasn't a big deal. I don't think a Mooney should have any trouble taking off from a field at 2500' elevation due to DA. I suspect there was something preventing the engine from making full power, which could have been operator error, or a misfueling, or a maintenance issue or something else.

With a J model and full tanks your bladder or general fatigue will likely be a bigger limit than fuel duration. With standard tanks you have roughly six hours of fuel, more if you want to plan carefully, less if you want to stay low and go fast. I don't want to be in the airplane nearly that long for one stretch, so it makes it easy to make very conservative fuel stops or just tanker fuel for the next leg or a return flight. If you really want to plan carefully and can do long legs, the responses above give a good idea of what is possible. Like Skip, I usually plan for 150 kts and 10 gph, and that's really easy to hit and not be slow. I'm usually WOT/2500 and lean to about 10gph. That will give you a variety of airspeeds depending on pressure alt, temp, etc., but it's generally around 150 kts.

C models are very high bang for the buck, with a nice alternative in J models. If you don't need the mid-body cabin size or the extra few knots that you get with a J, a C model is an excellent choice.

Was he impaired at all? My sats run comparatively low with little to no impairment. I outlasted everybody in my PROTE session and was still doing puzzles and answering questions at the end...I was impaired, but that was at the equivalent of 25000 ft. Sats aren't really even comparable from person to person, so even if his sat looked low he may not have been impaired, or maybe he was, but the sat won't necessarily prove it one way or other at that level.

Yes, this is possible, but does not appear to be the issue in the case in point, since the airport was only ~2500 ft elevation and DA would not likely have been high enough to degrade performance as much as seems to have been necessary for the evidently extended takeoff. For higher DAs this can be a serious issue, though. There was a Bonanza crash several summers ago for a transient aircraft that came through and stopped at Flagstaff, where DA in the summer can be 10000 ft. There was no definitive cause of the crash determined but general opinion was that it looked very much like they didn't lean for takeoff and climbout The aircraft failed to climb and went into the trees west of the airport.

This is why if you do lean for ground operations to pull it WAY back to nearly idle cutoff. That way it essentially won't run near WOT and will force you to enrich the mixture. There could have been other things wrong that prevented making full power. I don't know if it's known whether the airplane had recent maintenance or not. Very tragic in any case.

During my IR check ride the DPE, as expected, covered up my AI during an ILS approach. My HSI is a G5, so I was like, no problem, I'll just switch it to AI mode, which I did, and which the DPE was fine with. After a few seconds I realized I'd much rather have the HSI to keep pointed in the right direction, so switched it back and used the TC for bank. A modern HSI like a G5 or what you get with a lot of glass displays realy is a nice thing to have.

I was expecting to need an angle-valve cylinder since one of mine seemed to be indicating it was going to be needed. I was finding the same thing; there just aren't any available new. A local machine shop can rehab it if needed, so if it comes to that I can try them and keep my fingers crossed that it still meets limits. Meanwhile, my cylinder seems to have rehabbed itself so I don't have a problem just yet. Superior has a video from their VP that says that this isn't unusual for many common cylinder issues: if you leave it alone it may fix itself.

The last few times I've done props I've used safety cable instead of safety wire. The tools and the material are expensive, but it's much easier and a time saver.

Yeah, that weld is there for a reason. You don't need any floppy elements in the gear leg. IMHO the question is just whether it is a crack or not. I haven't seen anything I'd consider reliable evidence of a crack. That dye pen evidence posted in the pics doesn't seem to show a crack as far as I can tell. I've recently seen similar posts in various FB pages that seem to indicate at least some shops have forgotten how to use dye penetrant for inspection. I get the impression that some people just use it as a tool to convince customers that they need repair work done.