KNorton

Thanks everyone, I’m following up on these leads. I’d prefer to go with LASAR but being down for four months or more is too long!

Can anyone recommend where to get my nose truss repaired? It was damaged by a local shop but they said that Lasar is saying it will be 4 months and I'm hoping to get back into the air sooner than that. Thanks for any suggestions.

My C model has the nose gear tow indicator installed as specified in SIM20-137. However, the placard for the limits is gone. Does anyone know of a source for the placard or else the dimensions, so I could paint them on? Lasar used to have them but they show out of stock. Thanks!

Welcome! Sorry to hear about this bad experience. It will require inspection but I suspect the seal between the crank and prop hub. If the mechanic isn’t careful when installing the prop, the seal can be damaged or pushed out of position. Worst case, they removed it and forgot to re-install it. Regardless, it probably should have been caught during the after maintenance testing. A&P IA thoughts only. No one will know for sure without looking at it more closely.

Yes, the battery is for the memory and settings. It is soldered to one of the boards near the back. It can only be replaced legally by an avionics shop but it is a quick and simple process.

Lots of good suggestions. I’ll add file PIREPs.

Start with the battery. Regardless of what the generator/regulator are doing (unless it’s going over voltage), the battery should not allow the avionics to reset. It sounds like it is low after starting, too low to keep the other systems alive. On an 8 year old battery, I suspect it is failing. If you want to troubleshoot the generator, it can be difficult when it is intermittent. I just lost my generator in-flight a few weeks ago and decided to go with an alternator conversion because it saved time and was an upgrade. The first things to check, if troubleshooting would be the output voltage at the regulator, the generator belt tension, and the generator brushes. If all that checks out them pull the generator and bench test it. If you don’t find the problem right away, keep a close eye on your ammeter. If you get zero or discharge in flight then your generator is intermittent and will eventually fail. Brush up on your electrical failure emergency checklist, which is pretty easy on a ‘65. I was glad I had a handheld comm when mine failed. I hope this helps. Good luck!

I agree with the previous posts. How old is the battery? Does the starter crank strong? I suspect old battery combined with a bad generator and/or regulator. If the starter is strong then the battery is probably alright.

I recommend you take the southern route that has already been mentioned. That’s what I did the first time I flew west and it was a good decision. It is still my preferred route. Two days will be enough time, if you fly long days and have good weather. However, thunderstorms may have other ideas. I was trapped in Roswell, NM for half a day last Friday by thunderstorms. Whatever you do, do not push yourself because of your time constraints. There is no place worth dying to get to. Get-there-itis kills a lot of pilots.

Thanks! I went to college in Bowling Green. The museum there is well worth the trip.

I would like to be added, please. Use Tucson, since I spend more time there.

Hi Mike, I soloed at Bardstown many years ago. Based my first Mooney at Bardstown and later Bowman. My dad was on the air board in Bardstown for many years. I still have family in Shelbyville and get down there a couple of times a year. Keith