Jack46

I ended up replacing the alternator after chasing down a lot of less expensive options. No trouble since then.

In his article in the May Mapa Log, Richard Simile says, "Never CROSS CONTROL an Mooney during a normal landing or anytime really." The POH for my 1988 "J", says to slip into the wind keeping the plane aligned with the runway. These two statements seem contradictory. What do you all think?

Who and how can I get info on M20J 2900 lb. gross weight increase?

While flying a coupled approach with new GFC 500, noticed an engine vibration when the power was pulled back during approach. Checked mags and mixture, no change in vibration. Increase or decrease throttle will make it smooth out. Same thing on a second approach. Ground checked everything I could, can't find anything wrong. On take off and cruise, smooth as always. The vacuum pump is still in the engine, even though none of the instruments are using vacuum. Any ideas?

I have an '88 J model/205. The DG function of the HSI is not working. The DG compass card stays stationary when the heading changes. The little striped flags are visible. Any hints on how to diagnose without going to the avionics shop?

Can anyone recommend a source for a 28V voltage regulator for a 1988 J/205?

Hi, Please add me to the map. I don't know if I have the link. Jack46

jlunseth, Thanks, that's high praise.

About half way from KBTL to KOWB to attend a MAPA PPP session, the alternator field circuit breaker popped. I shut the field switch off, and reset the breaker, turned the field switch back on. In about 5-10 minutes the breaker popped again. I repeated the reset process. I told myself if it happened a third time, I was RTBing to KBTL. In about 5-10 minutes, it popped a third time so I did a 180. On the roughly 45 minute flight back, the breaker never popped again. So, now I'm wondering if I made the right decision. Is this an issue that is just annoying or is it a safety of flight issue? How can I differentiate? What happens if I just keep re-setting the breaker? Is this caused by the alternator, voltage regulator, weak circuit breaker, something else? Has anyone else experienced this? Jack

I had the exact same problem in my 1988 J. The relay part number is the same. I found one for $600 with no guarantee it would work. The local Mooney service center advised making sure none of the circuit breaker terminals were coming into contact with the buss or the relay. In my case, we found corrosion on the relay terminals. The relay bench tested fine. Since cleaning up the terminals and making sure there were no other contacts, it has been fine. Fingers crossed because the kit from Mooney to fix this costs $1200 to $1400, not including installation. JB

I'm looking for someone who might be interested in riding shotgun from MI to Yuma for the Caravan Formation clinic February 1-4. If so, send me a message

I'm looking for someone who might be interested in riding shotgun from MI to Yuma for the Caravan Formation clinic February 1-4. If so, send me a message.

SOLD

The a/c serial number is 24-3068. The shop said the part no. installed is MB4413 manufactured by Potter Brumfield

The failure mode is, it sticks on. Meaning, when I put the avionics master in the "off" position, everything stays on and I have to shut them down individually. That means, after start up, they have to be all turned on individually.

It is becoming more and more likely I will need an avionics master relay for my 1988 "J". Mooney no longer supplies that part. Any suggestions on where to find one?

Choose what you like for descent from altitude. Try to keep at least 15"/2500 to keep the engine warm. For approaches, I set 13"/2500. With the airplane clean, the airspeed will settle around100KIAS. From there at the FAF, I lower the gear and first notch of flaps. This yields about 90KIAS for the final approach. Hope this helps. Try these numbers and adjust to what suits you best.

SOLD on EBay.

Working Garmin aera 796 with yoke mount and two antennae for sale. Saw one on ebay for $1599. Will sell for $1200.

I transitioned from a E to a J after a short ride with another pilot in the J and 10 hours in the E. The airplanes fly the same, don't worry about that. Spend an hour in the cockpit of the J mentally running through every move from start up to shut down. Find all the switches, levers etc., go over it several times in your mind. Mentally fly the mission. It's what the Blue Angels do before every flight. Then, go fly the plane. You will be fine. Jack

I'm planning to fly in on Monday the 25th and be at the Caravan BBQ on the 26th. Most likely I'll be parked on the north 40 somewhere. Tail number is N205VV. Hope to see you there.

Thanks for the great feedback. I'll plan on signing up for the session in Mansfield, OH in October.

I'm considering enrolling in one of the three day MAPA Safety Foundation PPP programs. What has been your experience/s with them? Are they worth the time and money? Could I hire an M20 experienced CFI and accomplish the same thing? I would appreciate any and all feedback. Thanks, Jack46

If you are interested in coming over to KBTL, Kellogg/Battle Creek, I have an '88 J/205 I purchased in February. I went through much the same decision process and am nuts about the Mooney. It will boil down to personal preference rather than width x height x length, etc. Jack

I just bought an '88 J and during the pre-buy inspection, we noted the lower right cowling was scorched near the right exhaust pipes. There was no reflective or protective material between the exhaust and the cowling. Have any other "J" owners noticed this? Is it a concern? What solution/s would you recommend?