PT20J

If you want something simpler than the Koch chart, you can get a DENALT computer. https://www.ebay.com/itm/275872215202?chn=ps&mkevt=1&mkcid=28 These adjust SL takeoff distance and ROC for density altitude. They don't have landing distance because you can always land shorter than you can takeoff. The wing doesn't really care about density; it only knows TAS. However, the engine and propeller performance decreases with altitude. The combination of reduced power and increased groundspeed due to increased TAS is what eats up runway and decreases climb angle and ROC. Great video from the past: Skip

This is an interesting thing: Basic Med is not permitted in Canada, but I have never had Canadian customs ask to see my medical or pilot certificates. Basic Med is permitted in the US, and CBP always asks to see my medical and pilot certificates. (I asked why once and was told that the FAA asked them to check -- apparently they sometimes catch pilots without appropriate credentials). So, I wonder what happens if you fly to Canada and then return to the US and CBP finds out you have basic med? Probably nothing since you are back on US soil and haven't broken any US laws. Skip

Remember that you have to file US eAPIS both leaving and entering the US and receive an email. When entering the US, you have to call CBP before you depart and secure permission to land verbally. Canada is simpler. You have to call 888-226-7277 before departure and give them the manifest info over the phone. This can take anywhere from 5 minutes to an hour on hold. Also, you can check with them regarding current availability of customs at various airports since staffing can change due to personnel shortages. Once you land, ask ground control where they want you to park for customs and call the same number again. They will ask a few questions and give you a confirmation number and you're good to go. With both customs, everyone should remain in the airplane until cleared. And with US customs, God help you if someone removes anything from the airplane. A VFR flight plan is required if you do any VFR flying in Canada. Also, if you don't open it, it will be opened for you automatically at your ETD, so if you cancel the flight or are delayed be sure to call the Flight Information Center to update. The FIC contact info is in the Canadian Flight Supplement (CFS). Sometimes when you take off from a towered airport the tower will open the flight plan without asking; sometimes not. Best to check if there is any uncertainty. Same with closing flight plans at towered airports. Many airports have Mandatory Frequencies that you are supposed to use to report your position and intentions. Here's a good link to a simplified overview of Canadian Aviation Regulations: https://www.langleyflyingschool.com/Pages/Canadian Aviation Regulations.html Canada really likes to carve up the airspace in busy areas and it can be confusing. IFR is the way to go in terminal areas unless you are familiar. Skip

They’re good - I’d discuss it with them.

Yes, it’s sad because FedEx used to be so good. According to Wikipedia, their motto has changed over time and each change seems to further deemphasize timeliness: "When it Absolutely, Positively has to be there overnight" – 1978–1983. "It's not Just a Package, It's Your Business" – 1987–1988. "Our Most Important Package is Yours" – 1991–1994. "Absolutely, Positively Anytime" – 1995. Perhaps they should update it to “Absolutely, Positively Sometime.“

Almost as slow as FedEx ground

I always keep a record of the tracking number. I’ve noticed a lot of delay is the Post Office delivery. Also, If I have a question, I phone them. They answer the phone immediately but email can take awhile.

Switches and relays do wear out. I have zero tolerance for electrical components - if one acts up once, I replace it. Especially something as inexpensive as a microswitch.

You said “rebuilt” so I assume it’s a Lycoming factory rebuilt engine since only Lycoming can rebuild - everyone else overhauls. I’d discuss it with Lycoming.

McFarlane rep told me at a trade show that they are getting lots of inquiries about Mooney parts and are actively looking at PMA parts for Mooneys.

It must be right since somewhere along the way Mooney changed the design of the left cowl flap from flat to curved like the right one is curved for the exhaust. So, the later Js get the same effect with the cowl flaps fully closed.

If you have a bad back, one of these might be the ticket. No lifting or squatting or bending - just drive it under the nose wheel, lock it, and drive the plane where you want it. We used one to move an 8000 lb. Grumman Goose amphibian in and out of the hangar. https://acairtechnology.com Skip

I know for a fact that Mooney just finished a lot of ten nose gear legs.

Mooney J uses a sealed pi filter module (series inductor and two caps to ground) an an external large aluminum electrolytic capacitor. The parts are in the Service Manual and shown in the schematic. However, I agree with @N201MKTurbo that there is not much there to go bad and that’s probably not your problem.

And, it’s a different valve.

First you have to know if you have Klixon or ETA switches -- the covers are different. Here's a picture someone posted a while back. I believe @AH-1 Cobra Pilot has 3D printed Klixon covers and was working on ETA covers. Skip

A steady wind doesn’t affect an airplane in flight. The airplane moves through the air and it doesn’t matter aerodynamically how that air is moving relative to the Earth. You have to be careful about trimming in an airplane with rudder trim. Having the ball centered is not itself an indication of proper trim. The wings must be level AND the ball centered. There is a aileron-rudder interconnect spring on Mooneys and if the rudder trim is not set correctly, the spring will deflect the ailerons causing the airplane to fly one wing low which of course the autopilot will have to compensate for.

It’s good to keep things fairly well balanced laterally since the airplane will be more efficient. The GFC 500 has a fuel imbalance limitation of 15 gal. for the M20J/K. When flying in a crab (not a slip) to compensate for cross track drift due to a crosswind, the wings are level and the ball is centered, so there is no constant force on the servo clutches.

I don't have that IPC handy and you didn't show the entire drawing. Sometimes Mooney doesn't break out every part in the drawing. I'd check to see if the cable has an item number and then look that up in the parts list that goes with that drawing and see if there are other parts listed under that item. Skip

Why would they do that? The regs don't even require a logbook at all. All you have to do is keep a record to show you meet the currency regs or whatever experience you need to apply for a new certificate or rating.

Looks pretty good to me. It's hard to get in there. With experience, safety wiring gets easier. I'm better than I used to be, but not nearly as good as the mechanic at the museum that's been doing it for 40 years.

I believe it can be aligned on the bench using a fixture that holds the gyro if they have the gyro and the computer. At least that is what Steve at Executive Autopilots told me a few years ago. @Jake@BevanAviation should know.

I might have a local shop fabricate one. A salvage yard might be a possibility, but I would expect that they would want to sell a complete seat.

I talked to a tire company rep over lunch at Oshkosh once. He said that most of the airlines lease their tires and tire company owns them and maintains them. They recap them many times before the have to retire a carcass.

Yes. If the tubes look good. The important thing is that the tubes fit well and are not stretched so much that they get folds between the tube and tire. I use Michelin Airstops and this hasn’t been a problem.