Trex20105

Thanks for the great information above. I took a flight today to do some troubleshooting. It seems like the switch is working, just not at the correct airspeeds. Upon takeoff, I lifted the gear lever at about 80 kts. The alarm beeped and no gear movement. I put the lever back up and tried again at about 105 kts. This time the gear came right up and no warning. Once I got to altitude, I did some slow flight practice. When the airspeed went under 90 kts, the audible alarm started. As I speed up, the alarm stopped between 100 and 105 kts. I peeked under the panel cover, I do have a Whitman General switch. So now I just need to find a shop that can test and possibly correct the airspeeds.

I am having an issue with the gear warning on my 1979 Mooney M20K. I recently had a new Garmin autopilot and 2 G5s installed. When I picked up the aircraft, we had an audible gear warning after takeoff and the gear would not retract. The shop pulled it back in and checked it out. They added air pressure to the pitot tube to check the airspeed gear warning switch. There were no broken or loose wires however they were able to resecure the wires near the airspeed indicator. I am having intermittent issues with retracting the gear after takeoff. Last flight, I had to cycle the lever twice to retract the gear. First time, audible warning so I put lever back down. Then tried it again and gear came up. Does anyone have any information on a part number for the airspeed gear safety switch? Is it part of the airspeed indicator or attached to the airspeed indicator? I have attached a picture of my airspeed gauge for reference. I am trying to gather some knowledge before taking it to a shop. The aircraft is at KVJI in Abingdon, VA. Thanks in Advance, Gary

Here is the video of my 3 touch and go's at Washington Dulles IAP. It was a very slow Sunday afternoon and there were dozens of United Airlines aircraft parked at various locations on the field. We were able to land on 19C, 19L, and then 19R before departing to the west.

Yes, always a challenge in the spring!

Here was a flight in my M20K to a little island in the Chesapeake Bay. Flight was from KJYO to KTGI. Great footage under the right wing for the landing with the plane's shadow as I landed. https://youtu.be/e04Pn7C6shM

Sorry for the late follow up on this. The nut was located, laying just inside the alternator mount location. No sign of the cotter pin though. The A&P suspects the cotter pin was not installed. The oil and filter were changed. Have flown about 25 hours since and so far, so good. Almost time for another oil change and will have analysis done. The shop that installed the alternator did send me a replacement at no charge. I am still out of pocket for the local A&P charges though.

Done. New member here from Leesburg, VA.

This problem happened again last weekend. This time it was after landing at my home airport. Tried shaking the flaps again but it didn't work this time. Had an A&P come out to check and we found that some of the grease used to on the jackscrew had transferred to the switch which preventing it from releasing. Cleaned the switches with contact cleaner and removed excess grease around the jackscrew so hopefully I will be good to go in the future.

Located source of the problem. Had an A&P pull the alternator this morning and found that the drive gear assembly was separated from the alternator. Not sure if the cotter pin on the nut failed or was not installed properly. The threads are flattened so the alternator needs to be replaced.

Right. The circuit breaker did not pop. I received a High/Low volt light flashing, voltage dropped to 12.0 and AMP meter indicated discharge. I referred to the POH in flight and followed the 'Electrical Alternator Failure' and 'Alternator Low Voltage' emergency procedures. Both procedures include pulling the Alternator Field circuit breaker.

Just got my M20K out of annual 3 weeks ago (out of state, can't go back to their shop). The alternator (ALX-9525B) and drive coupling assembly were replaced. On Sunday afternoon on a flight home, voltage drops from 13.6 to 12V. Reset the breakers and the master inflight to no avail. An experienced, local A&P tells me the alternator is bad. It is under warranty but Hartzell wants the alternator pulled and shipped back to them before they will replace it. Has anyone else had an rebuilt alternator fail in less than 20 flight hours?

Thanks very much for the suggestion of shaking the flaps. This thread saved me from being stranded 120 miles from home on a Sunday. Last Sunday I flew to Petersburg, VA on my first flight after picking up my M20K (new owner, first Mooney). I landed and as I walked to the FBO, noticed the flaps were fully deployed. When I tried to retract the flaps, only a click when I moved the switch up or down. Checked & reset the breaker, no joy. After trying to call the shop that did the annual, I found this thread. So I went out and shook the flaps on both sides, turned on the master and up they came!

And it is still currently posted for sale on EBay. http://www.ebay.com/itm/93-MOONEY-TLS-BRAVO-1700-TT-CHEAP-DEAL-OF-THE-CENTURY-/122537932027?hash=item1c87d474fb:g:j~QAAOSwt5hYf~Q0&vxp=mtr