PT20J

Flaps were up. I've tried it both ways. I wish the Mooney had Cherokee flaps and the Cherokee had the Mooney step. Maybe the Bonanza has the best arrangement. The Mooney flaps are pretty weak. I've always thought it humorous that rigging is supposed to be within 1 degree. They probably flex a lot more than that under air load.

I didn't get a price, but when I talked to my avionics shop about it, they said the last Pulselite they installed was over $1K and they now only recommend MaxPulse because the installation is also less expensive since it can be panel mounted.

Fortunately the relays are available and $300 for an airplane part doesn't seem all that terrible. https://peerlesselectronics.com/6041h220-relay

Maybe. The problem is that I really don't know what's wrong with it. I did not hear it activate until after I thumped it with the screwdriver, so it might be a mechanical problem. And, the trouble with cleaning contacts is that if the plating has worn through, they will just oxidize again anyway.

The MaxPulse is really small. If you don’t want to change the mode (really, it has too many anyway) you could mount it behind the panel.

Might depend on which relay you have. https://peerlesselectronics.com/6041h220-relay Skip NOTE: I realized after I posted this that the original thread is in the wrong section, so I moved my post to Modern Mooney Discussion.

Put the gear switch up and gear did not retract. No breakers popped and emergency extension lever was latched down. No warning horn and override button did not illuminate, but I pressed it anyway to no effect. I put the gear switch back down and landed. Jacked the airplane and confirmed no retraction and no sounds or current draw when the gear switch was placed in the up position. Removed belly, checked wiring (all secure) and tapped gear up relay with screwdriver handle. Gear now retracted. Let gear retract to halfway position and pulled gear actuator breaker. Exercised gear switch in both directions several times noting sound of both relays actuating. Put gear back down, took airplane off the jacks and ordered two relays. Skip

That is a point often missed. I often hear people lament that they have paid thousands in premiums and never had a claim. Funny, though, they never say that about their health insurance.

My rule is not to insure for anything that I can afford to take the financial hit for, even if painful. That said, I have quite a bit of insurance and travel these days has gotten crazy expensive. Travel insurance for an expensive trip certainly seems prudent. Glad to hear Shirley will be all right. Sue caught her left foot on the flap and fell forward and banged up her knee on the wing walk a while back. Fortunately nothing too serious, but I know the feeling. Skip

It’s a closed loop system, so it could be any of the above.

I flew float Beavers for Kenmore Air for a few seasons. Occasionally one of the pilots would remark that a particular plane was really fast. Invariably when I checked the MAP gauge it read an inch or two lower than the others in the fleet. I’d squawk it and the service department would replace the gauge and pilots would complain that it wasn’t faster anymore.

So, I learned something. Next time I get a radar vector off course, I'll just have to reply, "Unable, I'm IFR."

Elevators, ailerons, rudder are balanced and must be checked for balance after painting. Details in Service Manual.

Usually the governor gets overhauled when the engine is overhauled and it should have been set up right. Maybe your old one was set low. First thing to do verify the accuracy of the gauges.

Easiest is just to replace the bulbs with LED bulbs from aero-lites.com. I believe @donkaye had some sort of LED strip lights installed by Top Gun. You might give Top Gun a call and see what they are using. Skip

Or a tail wheel conversion

Naw, the prop will hit first!

Yes, but that is related to not killing the mags, not starting.

I would capacity test the battery if it’s 3.5 years old. Sounds like it might be a voltage drop due to a poor connection. I’d check all the connections between the battery and starter and if that doesn’t fix it, I’d measure the voltage drop across the starter solenoid. From the Concorde manual:

If you have all the previous W&B calculations, you can review them all and check the math.

Even if the weights are right, you have to be careful and follow the procedure in the service manual to get the CG right because the axel positions are not fixed due to the gear geometry.

I have found the following to work reliably within 30 minutes after shutdown. Open throttle about 1/4” (push-pull control). Boost pump off. Mixture in ICO. Crank and if it doesn’t fire immediately, advance mixture slowly until it fires, then full rich and adjust throttle for 1000 -1200 rpm. If this doesn’t work, or if the airplane has been sitting longer, use the cold start procedure. Often when it won’t hot start, it’s because the throttle isn’t open enough. Skip

A lot of mechanical tachs read 1:1 @ 2300 rpm, so at cruise they run fast.

FAR Part 1: Time in service, with respect to maintenance time records, means the time from the moment an aircraft leaves the surface of the earth until it touches it at the next point of landing. Note that this is not “Hobbs time” or “tach time.” Tach time is frequently used for maintenance records because it is all that is available. Hobbs time is usually used for rentals for billing purposes. The FAA does not specify how you measure time. When I had the G3X/EIS installed, I had the B&D meter removed and the time transferred to the G3X which is set to record flight time. Skip

Well, I know for a fact that the factory just completed a lot of 10 nose gear legs. They were great getting one expedited to me.