1964-M20E

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.

known engine with good stats vs unknown engine. I'd stay put. Get a really good bore scope and inspect valves regularly and keep running it. JMHO

I'm in similar situation looking to replace a Narco radio. King still has a 155A. The only other NAV/COM option I know of is the Garmin 255. After that is go to a panel mounted GPS, I like Avidyne's offerings

Mine stays in my hangar. I still sump the tanks and verify levels during pre-flight. Habit I guess but I do.

Interesting maybe the approach will work, I agree I like the E-mag better than any other EIS. The service bulletin is written for the Lycoming EIS. The issue withe the E-mag is they use automotive style spark plugs. Maybe that will get into the major alteration class. I really wish E0-mag would have used a standard Bendix or slick harness and standard plugs approvals wold probably be faster and easier.

yeah let's get rid of VORs

The Mooney you have today is better than any Mooney you might have tomorrow. They always say that buy a plane with the upgrades already done it's cheaper. However, you have kept your F for 17 years I have had mine for 9 years so far. My feelings are that if you are going to keep a plane for years it is cheaper to do the upgrades yourself since you can get want you want. Secondly, for the cost difference of moving up say $75AMU to a nice ovation you can get new paint, sealed tanks, interior maybe sandrec's new cowling and some avionics and still have a plane you know especially if you plan on flying for another 10 years or so.

remove the plastic and see what looks better plastic or natural aluminum behind the plastic. Go for a spartan look.

I do lean aggressively on the ground after startup and have not had fouled plugs. I watch the RPM and look for a slight decrease in RPM. When doing my run up I increase the mixture but do not go full rich. After the run up I lean it back out again. Generally I have to add mixture when I go to taxi this also helps you not to forget to go full rich for takeoff. I use the boost pump for starting and takeoff.

The power density of batteries is nowhere near the power density and mobility in gasoline, jet A or diesel.

missed it by that much!!!!

as Doc said make sure you know what you are getting to and enjoy the ride. I like to see someone tackle an under used, neglected plane and bring it back to life. If you have them post some photos it always helps with the advice.

I've never heard anything on guard that I can recall other than an ELT. Now 123.45 yes lots of comms between aircraft.

Closest airport to your home unless economics are seriously of wack. The airport 10 minutes from my house is 4 times as expensive for tie down as where I keep the plane and I own the hangar at my airport. However, there have been many flights coming home and I see the closer airport and fly over it to my airport and think gee I can be home much quicker if I was landing there.

if you do decide to get it overhauled you might consider finding a serviceable hub that eliminates the eddie current inspections or another method that will eliminate the inspections. @Cody Stallings Talk to Cody Stallings. He is good.

That is why men loose the high frequencies first.