PT20J

I’ve owned my M20J for 7 years. I’ve bought a bunch of parts, but the only Mooney factory parts were 3” rudder pedal extensions and a nose gear leg.

It’s common for those LORD panel shock mounts to break. They are only there to reduce vibration on panel-mounted gyros. If you go glass, it’s best to replace them with solid spacers. There have been some reports of issues with Garmin ADAHRS if the panel is shock mounted.

The missing component to secure interest in investment is a business plan.

Lost motion due to wear in the steering linkages will make precise steering more difficult because it introduces a dead zone between left and right pedal inputs. This is most noticeable at taxi speeds. Failure to track straight at higher speeds is a caster angle issue and that’s what the service bulletin addresses.

Try deep cycling the prop all the way to the high pitch stop a few times. That worked for my McCauley. Couldn’t hurt to try on your Hartzell.

I just noticed that you have a M and this drawing is for a J, K, L. I would think the L would cover the long bodies, but Mooney has a habit of changing stuff, so best check it.

If you cannot find new or used, you could have some made as an owner produced part. Rudder Extension Drawing 720115.pdf

That’s way too loose. Here are the limits from the M20J S&MM.

A clue to the purpose of the bungees is that Mooney calls them "trim assist bungees." If you rotate the trim wheel from stop to stop you will notice two things: First, because of the arrangement Rob @takair noted, the springs will move the elevator in a direction that aids the aerodynamic effect that the stabilizer is trying to achieve. The second thing to notice is that it takes a lot of turns of the trim wheel to get from stop to stop. If the stabilizer incidence change alone had to remove all the stick force, the stabilizer would have to move over a larger range and this would require even more rotations of the trim wheel unless the gearing was changed which would reduce the mechanical advantage and make the wheel harder to rotate. But by using the spring arrangement to assist the stabilizer, less stabilizer movement is needed to achieve the same stick force reduction. '

The M20J IPC doesn’t appear to list any 120068 part numbers. The M20J wing root fairins are all 120001. Frank Crawford at the factory would know if there is any difference.

The idea behind any trim system is to remove stick force and this can be done in several ways, or by a combination of methods. The most common method is a trim tab that replaces the stick force necessary to hold a particular elevator position with an aerodynamic force. Another way is to allow the incidence angle of the stabilizer to be changed in flight. A third method is to have variable force bungees in the control system so that the bungees can provide the force necessary relieving the pressure on the stick. Mooney chose a combination of variable stabilizer incidence and bungees.

In engineering there is an old saying that there is no such thing as a single change. I believe the short bodies trim out with the elevator aligned with the stabilizer. However lengthening the fuselage for the mid bodies threw things off and they trim in flight with the elevator slightly trailing edge down. I was told years ago by an engineer at Mooney that Lopresti looked into this when modifying the M20F to make the M20J and decided that fixing it would require significant rework to the empennage to change the angle of incidence of the horizontal stabilizer and the drag was minimal and not worth the cost to fix it.

Are they the same part number?

Fuel flow isn't field adjustable on an RSA injector. I've never been able to find a spec for full power fuel flow on a Lycoming IO-360-A. I have test cell data from Lycoming for my rebuilt, but they only measured airflow at full power, not fuel flow. However fuel flow was measured at three lower airflows (500, 900 and 1000 pph) and extrapolating shows that fuel flow would come out to about 17 gph at 1118.5 pph measured full throttle airflow. I got the bench test specs from Precision Airmotive for the fuel servo. Pertinent test points are at 600 and 1400 pph airflows and that works out to about 16.2 gph 1118.5 pph airflow. The Lycoming Operator's Manual shows a best power fuel flow of 15.7 gph at full power. Full rich would be greater. If I recall correctly from past posts over time, it seems most people are getting around 18 gph at full power at sea level. But I am doubtful that 1/2 a gph would account for the high CHTs.

Bendix never made a dual mag with a lower lag angle for the impulse coupling, so if you set the timing to 20, it will fire 5 deg late during start.

You might check the Surefly timing. Sureflys are timed to 0 TDC on the engine and the advance is set with dip switches. There have been instances of mechanics timing them to 20. You might also try setting the Surefly to fixed timing as a test.

When you check the baffle seals, make sure that after flight they are curved inward. If not installed correctly, they can look fine when the cowling is installed but then blow back from air pressure causing a leak. Afterwards, they can appear to seal the cowling when the engine isn’t running. Another trick to check for air leaks is to put the airplane in a dark hangar and insert a light through the oil filler door and peer through the inlets by the spinner. A significant induction leak should cause a rough idle. For comparison, my IO-360-A3B6 in a 1994 J generally runs about 360 deg F CHT or less with cowl flaps open during a sea level climb at 105 KIAS with full rich mixture and about 18 gph fuel flow. It will get hotter on a warm day at lower IAS but never over 400. In cruise I usually see about 340 with the mixture leaned peak or LOP and the cowl flaps closed. If your left cowl flap is flat rather than curved like the right one, you might try rigging it to be open about half an inch when the cowl flaps are closed.

OP said he has a A3B6.

Where is the timing set? It should be 20 deg BTDC for an -A3B6.

SBM20-202.pdf

This is a little difficult to decode, but I think it means the following: Gears would cost $2514.59 if they were available off the shelf (which they are not). If 50 owners pay in advance $1885.00, then LASAR will place an order with an 18 week lead time. Not stated what happens if fewer than 50 owners commit or when funds need to be sent to LASAR. If you have LASAR install the gears, the price drops to $1471.00. Not stated how much the installation costs or when the actuator needs to be sent to LASAR to secure this price.

Do you know that the gauge is good? Maybe it's shorted. Did the installer test it?

The previous owner installed an ACK-04 before I bought the airplane in 2018. It’s coming up on ten yeas of flawless operation. Tests good at every annual and got me a call from the SAR folks when I set it off accidentally inside a metal hangar for only a few seconds. I’d buy it again.

The standard for the big radials was always 40 deg C oil temp and 100 deg C CHT. Seems reasonable for any engine.

Have you tried flying around talking to ATC on the handheld? And if the 650 dues, how will you navigate and shoot and shoot an approach if IMC?One radio is fine for a VFR only machine but not for IFR.