1964-M20E

use a harness and attach to a short rope tied to tow bar behind the back seats. this gives enough to move around and be comfortable and make sure the dog stays in the back seat. it also helps if someone can sit in the back with the pup.

of course now it is ambiguous as to what temperature you are measuring. Is it inlet temp? outlet temp? or internal temp?

been there done that go-around,

Look for police spot lights by Whelen

Instead of all the headaches ou should have just bought a spare incandesent and kep it for when you decide to sell.

I had to do a double take! I thought either someone grafted a Mooney tail on a C172 or photo shopped it on there.

Who's planning to do Sun n Fun this year? Camping? Hotel? Daily commute?

complete reseal kits for flap pumps, the leather backings are difficult to find.

might be nice but my main mission flight is 3.5 to 4 hours. I tend to agree if you are going to go electric go with a new design. However, maybe a carbon fiber copy of the F model. Carbon fiber fuselage and tail section and a new carbon fiber wing. We need as strong not stronger and much lighter airframe to pack more batteries to get a 5 hour duration. I do like manual gear and B style manual flaps.

materials wood, steel etc. along with everything else is high now. Start with HOA specifications and then see what building code the county is using.

vacuum high and low warning lights?

just do it and those dreams of skimming just above the ground will go away with the reality that you can do that without an engine and propeller blocking your view

congratulations, helicopters are like crack cocaine very addictive

When checking pull grease fittings on prop hub and check for motor oil. It is rare but oil can get past the piston seal and lock the prop on fine pitch.

the best oil is circulated oil, fly often my friend. I run P66 20W-50 or any other aviation piston oil if needed. I know some who won't run anything but Shell 100W to each his own.

if you can't get the gear down go to any grass strip and stop engine on final. Years ago we had a 210 land at our grass strip coming home from fresh paint job. very little damage

I don't think the spacer would cause this. The main part of the gear showing wear is not affected by the spacer on top of the shock disc link. I would look at the main gear retraction truss. With the gear half retracted see how much play there is at the main retract tension bar and the retract truss.

Fire it up and get running start and fly over the snow.

I've ordered the FA records on several planes through the years when looking for one. This is a great option to find some missing doucmtnes in your log book. However, while for legal and technical airworthy definition a missing 337 might be an issue but if something was done 20, 30, 40 or 50 years ago and there are no issues with the install especially if it is something that is standard change or modification such as root fairings or flap gap seals etc. personally I don't see any issue. Now if one was looking at an E model with a 300hp IO540 hanging off the front of it now I would definitely want to see some real accurate paperwork.

I see this at my hangar when the warm front comes up form the gulf of Mexico after a nice cold front.

Similar thing, low voltage, happened to me leaving KORL. The TWR asked if I wanted to declare and I told them yes without even thinking about it. I was at pattern altitude when it happened. I turned cross wind flew the pattern and landed without incident to a parade of fire trucks. Some minor paperwork, one ring lug and an hour later I was on my way. One note though, I did get a little distracted on final still trying to diagnose the problem instead of focusing on flying the plane and the landing.

The plane power voltage regulator is adjustable. I'd put it at 14.0 to 14.1 V, The amps may be varying if you have strobe light when it is charging between flashes

The point about the AP is learn to fly the pane on the instruments, relaying on the AP does you no good when the AP craps out. I like have the AP and use it all the time but when I'm doing currency flights I hand fly the plane. I agree EFB is better just make sure you can do it with paper. Know how to add but use a calculator to make it easier when adding many numbers.

you have set your goal, and have the financials worked out now set a time frame 5 to 6 months is sufficient to get your IR use all paper charts and procedures while getting your IR, learn situational awareness and know where you are without the electronics use panel GPS primarily for GPS approaches do not use AP during your IR training after your get your IR rating work with your BIL and go as deep into the electronics age as you wish but you will know what is going on and if most of the electronics die you will have done manually in the past and can call on that experience in a pinch JMHO

to check P leads with ohm meter. disconnect cable to the starter remove P leads from both mags with switch in off position verify each p lead is grounded with switch in both position verify each p lead is open, not grounded with switch in left mode verify right p lead is grounded with switch in right mode verify left p lead is gounded if this checks out then the ignition switch and p leads are OK.