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I've owned my '65 M20C for almost 40 years. Straight-stem tubes resulted in numerous flat tires, often on landing. About 20 years ago I switched to 90 degree bent stem tubes on both nose and main gears and have had zero problems since. Specs that work for me: Nose gear tube: Aero Classic Leak-Guard Tube 500 x 5 90 deg stem, part # 06-00755: https://www.aircraftspruce.com/catalog/lgpages/leakguard_06-00755.php Main gear tubes: Aero Classic Tube 600-6.5, part # GL-6067N: https://www.aircraftspruce.com/catalog/lgpages/aero_tube_600_6_67a.php If you want to change the tires and tubes yourself, I recommend Harbor Freight's mini tire changer: https://www.harborfreight.com/mini-tire-changer-58920.html. Very easy to use. You'll need tire talc. Don't use baby powder; it's now corn starch and has no talcum powder. Amazon as the correct stuff: https://www.amazon.com/mGanna-Natural-Make-up-Cosmetic-formulations/dp/B0BM4PKJ8K/ BTW most people recommend getting new tubes with each tire change. I agree, but frankly the old tubes fit so well they are perfectly serviceable, so I save them and keep one of each (nose and main) in the baggage area as spares. They weigh almost nothing. If I have to replace a tube, I'll take a used bent-stem over a new straight-stem any day.

What’s with “private pilot” in quotes? I know private pilots who fly jets and do damn well at it. Most of them could get their ATP if they wanted, but would more likely go take a aerobatic course or do a fun fly in vacation instead. I don’t think a Mooney is a fire breathing dragon and wouldn’t have a issue doing initial training for someone in one. I believe the big appeal for this sport pilot thing will be one of the short comments of basic med, where basic required a medical from the bureaucrats in OKC to start out I think this will allow folks who don’t have the time and/or money to burn appeasing OKC over stuff like a old traffic ticket, or a childhood BS ADHD diagnosis etc It will also help the career focused types continue to train and build time and progress, while they get their ducks in a row to apply for that 1/2/3rd class med As far as the sharing the airspace with sport pilots I’m a active ATP/CFI working pilot, wide bodies to old taildraggers, I got zero issue with a sport pilot flying around. Its often the sky admiral in his 182 heavy who will complain about a non standard radio call only to fly through a active drop zone, or land ref+warp speed, the folks who just go up for the joy of flight tend not to be the big offenders in my experience So long as the CFIs and DPEs do their jobs more people who enjoy and end up advocating for flying the better It’s also been proven, unwillingly by the FAA funny enough, that FAA medicals are no more safe than basic.BasicVsMedical.pdf

I have a complete Brittain system in my '65 E model, with altitude hold and pitch control. For 4 years I have tried to keep it working, buying parts Others were selling, rebuilding servos, sending parts to Kevin in Tulsa, and doing extensive testing myself. You probably know there are very few people who will work on them, and even fewer who are FAA certified. The company is essentially out of business. Jimmy Garrison says that it would add $2000 to the value of your airplane, assuming it worked. It probably won't. It would definitely cost more than that to install, troubleshoot, and attempt to repair. I am getting ready to take mine out and install an aerocruze 100 aka trutrak. Cost is about $7,000 for a good autopilot, admittedly not as good as Garmin. If you are so inclined, you can install it yourself under supervision. If it were me, I would not waste money on a Brittain system.

Is there anyone living near Berlin, well anywhere in Germany, that can answer a few questions? Would like to have my plane with me, will be there 2 to 5 years. Really not even sure of questions i need to ask. Would like to keep N registered. Not sure how everything works overthere.

I’m going through this replacement now…

Thanks, other than the flare adapter being incorrect size, it works perfectly.

In avionics section NOT in selling area an owner had listed a complete Brittain system. Not recommending, just pointing out for you to take a look. Photos show all components.

too many OATs !!

Fantastic report for Our Prop Guy! @Cody Stallings thanks for sharing… Best regards, -a-

Here is a 1986 M20J POH. Mysteriously the VS1 is lower at 61 KIAS

Good point. Here is a 1978 M20J POH. 63 KIAS also. So early M20J's are not allowed to be flown by Sport Pilots.

Your fellow instructors are correct on both points. The FAA does not care if you confirm the location of each fix is in the correct location on the current charts (enroute or approach), but then you'd need the new chart or chart information to confirm that. And I believe all of the GPS manufacturer's AFMS prohibit the use of their GPS on an instrument approach. But you can still use it Enroute IF you confirm the location of the Waypoints.... Which brings us back to you having to have the current info to confirm the location. So have fun digging through the current list of all Waypoints to confirm the location of each fix on your Route. And on the Approach if you're going to shoot a VOR, ILS or maybe even an NDB Approach.

I find it hard to believe any aging PPL/CPL/ATP would choose Sport Pilot over Basic Med. The real truth is that Basic Med is already a pretty permissive standard: Basic Med doesn't go through MedXpress and denials aren't reported to the FAA. If a doctor won't sign you off, you can simply keep trying until you find one that will. The new Sport Pilot privileges are more useful to new pilots, because unlike Basic Med it doesn't require you to have ever held a medical. This allows people who didn't want to face denial or the Special Issuance process a pathway to some much more capable airframes. I predict an incoming wave of Sport Pilots with a childhood history of ADHD or other conditions that the FAA has frankly made unnecessarily difficult to get through the regular medical process. They won't have a pathway to ever fly for hire, so it's really only going to attract those that have a passion to fly for fun. I suspect that population is safer than average.

I just follow the line on the iPad but I can’t get it to turn green?

I'm shocked that airplanes have thicker paint than vehicles. I understand why more paint may be better with the speeds we operate at but I've always heard to be careful with how much paint is applied since weight is so important for our application.

I'm looking at a 1983 M20J POH, and it disagrees. Green arc starts at 63 KIAS. Looking at the airspeed calibration graph, that would be about 61 KCAS. Its max weight is 2740lbs.

I have done owner assisted in the hanger and would do it again if that was necessary but would prefer to pay somebody else. Time is precious and I am slow.

Rightly so ! I went into AFMS for G4xxW, G5xxW and GTN series and various versions, very surprised how they changed the wording in section2. Limitation, old AFMS versions and older navigators, seems to allow more “leeway”

General practice is that the ALT breaker size is determined by the wire size between the breaker and the alternator and the wire/breaker should carry more current than the alternator can put out. Thus, the ALT breaker can never trip with a good alternator. The ALT breaker is there to protect the wiring between the breaker and the alternator in case there is a short because the battery can supply much more current than the alternator.

Your GTP 59 temperature probe connects to the G5 ADAHRS. The G5 ADAHRS should output the temperature data on the CAN Bus to be shared with other units. IF the GI 275 is connected to the CAN Bus, it may be able to get the temperature data. It all depends on if Garmin has the software set up to do this with the GI 275 is configured as an EIS. I would discuss it with a Garmin Dealer that really understands this stuff (not all do). Additionally, the dealers have access to a field support team that is often more knowledgeable about special configurations than the customer-facing support team.

i'm not sure why there's a converstation, it's clearly stated, yes. atleast for my m20e

I’m all for Darwinism.

I used to do annual in my hangar, but the traveling IA retired. Now I use a nearby IA who does not permit owner assist, but he does quality work. Periodona Aviation in Wetumpka, 08A. Call Brett, 334-328-7855. For Mooney shops, I highly recommend Joey Cole in Dalton, GA, KDNN. 706-271-0222. He has done just about everything to Mooneys. Wetumpka is a bit further (~30 nm more), but the drive is easier as the roads don't go from N. AL to N. GA very well, and it's 4-lane all the way from Decatur to Wetumpka.

Thanks, Thats exactly the information I was looking for. It was the flat battery scenario I was scared of. If its a bit low will it pop as soon as I go to take off. But sounds like it shouldn't be an issue. At least, it will be worth fitting it with the old setup and seeing what happens. Cheers, Joshua P.s. when the charging system isn't doing its job properly, its a definite win for the manual gear and flaps.

Does George have another profile?