1964-M20E

Yes but cleaned and checked regularly at annual I don't think it would be a problem. I think our engines would leak a little less oil as well and by moving the combustion bypass from the crankcase maybe the oil will stay cleaner. Yes it would not be difficult to install. However, we still have the FAA to deal with on the issue. Wonder if an IA would be willing to sign off on it as a minor modification.

I've often thought about how to do this on our engines.

great link Just checking though don't we need the ones that fit #10 screws? https://www.alliedelec.com/abbatron-hh-smith-2537/70927493/

go look at this topic and look at the schematic I attached. I just solved a similar issue. Your outboard sending unit wire connected to the inboard sending unit is grounded somewhere. Something on the inboard sending unit housing is grounded. Has the inboard sending unit been removed recently? Has the wire from the outboard sending unit been disconnected and reconnected recently? C

My IA is in his 70s I worry when he decides not to do this anymore. I'm always on the lookout for a new one because I know the day will come when he hangs up his tools. I do all the wrench turning he only doe the inspection and supervises the work and sign off on squawks.

Go Avidyne

Technically you suppose to have an A&P install the front windshield or at lest supervise you in changing it yourself. Side windows are at the discretion and ability of the owner. I believe there is a thread that talked about changing the the side windows and one on changing an older model to the 201 windshield. I do know there is a lot of fitting and trimming involved.

I had a similar problem on my E many year ago working fine and then got harder to lock down. A the time I didn't have access to jacks but I did lube all the visible gear linkages I could get to and it did help. If you can jack it up drop the belly pan and lube all the mechanisms associated with the gear and see if it clears up.

True one good GUMPS is all you need. By doing it 3 times it decreases the chances that you will forget it and give you 3 chances to make sure you put the gear down. Not only that sometimes things can get quite busy something unexpected to disrupt you sequence and bam no gear to land on. Just think Allstate commercials with mayhem. Everyone here knows that forgetting the gear will make for a very bad day of flying.

I want to know if you won the race? At least that is what you flight path looks like.

With our planes, as others have said, gear down is the most important of all things on landing. Everything else will sort itself out, flaps, mixture, prop etc. This philosophy might not apply on larger more complex planes. G - gear down. U - undercarriage (gear down)! M - moron make sure the gear is down!! P - pecker head put the gear down!!! S - SOB put the #$#%^&%$ gear down now!!!!!!!!!

Kind of scary I go on a local VFR fun flight don't talk to anyone and not long after landing I get an email that I landed.

Interesting I never thought of it this way.

I think he may be referring to the 1500 hours for ATP requirement???

no my landing was on the runway and quite uneventful.

the E is an excellent 2 place 4 seat aircraft. I have had 3 adults in my E before. I'm 6-2 so the seat behind me is not very useful. However, the E is an excellent plane to buy. As for the avionics get as much as you can when you buy it or expect to spend money upgrading it to you liking over the years you own it.

Mine is a little different on the older M20F but there is nothing magical about it just a piece of baffling material of the correct thickness and cut to fit and attached to the door.

ouch !! looks like a newer model it should fly again. I've landed there before.

If I find mine getting stiff when I check the oil I let a drop of oi form the dip stick hit the center shaft of the cap. Works like a charm every time and lasts about a year or more.

Good luck my friend. We all love our Mooney but any real aviator loves anything that flies. That's one good looking RV8.

Have you tried Air Forms out of Alaska? They made me one for my 64E several years ago.

One case of an airliner running out of fuel happen here in New Orleans TACA airlines 737 ran out of fuel and landed safely about 20 miles east of MSY. Everyone walked off the plane. A few days or weeks later they turned it around and flew it out. I'm not sure of any other case where a large plane like that in commercial service did an emergency off field landing and they flew the plane out again. I have run one tank dry in flight especially on long flights. I want my remaining fuel all in one tank. My fuel procedure with 54 gallon bladders is burn 10 gallons off the first tank. Then run the second tank until dry if necessary or until I am 30 minutes from my destination. I then switch back to tank 1. About every 30 minutes or so I am cross checking fuel levels, flow rates and fuel used.

Thankfully I have never had to do this but if I am correct you pull the prop handle all the way out and I was told during initial training that if you slow the plane some past the best glide the pop will stop and then you can resume your glide. I guess one could try this with enough altitude and near an airport actually stop the engine completely. Maybe next time I find the need to use all fuel in one tank and if I am by myself I might try this.

no I'm just a pilot

I have seen that happen on a Beech Musketeer but the hose was not replaced after a water landing. This did cause another off airport emergency landing due to a collapsed hose. Also the length of unsupported Scat hose would be minimal in the E and F models only about 2" just enough to allow for vibrations between the cowling and the engine.