PT20J

Have you done a run-down test? I did it with my G5 and it lasted 3.5 hours. The Aspen used to be good for about 40 minutes. The AV-20-S dies after 30 minutes.

If you are eliminating the vacuum system, the G5 runs longer than the GI 275 on backup battery.

I know Mooney is currently manufacturing ten nose gear legs. I don't know what MLG parts they may have in stock, but you could check with Frank Crawford, support@mooney.com. Perhaps @M20Doc has seen this, but this doesn't seem a common problem here on MS and I would proceed under the assumption that the airplane may have been subjected to a very hard landing and inspect for other possibly hidden damage. I would not purchase an airplane in this condition -- it doesn't appear airworthy and the seller should fix it.

Ask ChatGPT. No, wait....never mind.

Hi, I'm ChatGPT. I don't know anything about Mooneys, but I have read pretty much everything published on any subject and can make up answers from that wealth of knowledge that certainly sound plausible. Want to know where you can get a no-back spring?

I was playing with ChatGPT recently. Question: Jane has one thousand dollars and Tom is her only heir. How much will Tom inherit when Jane dies? Answer: Tom will inherit one thousand dollars because he is Jane's only heir. OK Question: Jane has one thousand dollars and Tom is one of Jane's heirs. Answer: It is impossible to determine. OK Question: Jane has one thousand dollars and Tom is Jane's heir. How much will Tom inherit when Jane dies? Answer: Tom will inherit one thousand dollars because he is Jane's heir. This is incorrect because I did not specify that Tom was Jane's only heir. I gave the answer a thumbs down and provided feedback. Now, when I ask any question about inheritance I get: The exact amount that Tom will inherit from Jane's estate upon her death cannot be determined without more information. It depends on factors such as the distribution of assets specified in Jane's will or according to the laws of inheritance in the jurisdiction where she lived, any debts or expenses that may need to be paid from her estate, and any other heirs or beneficiaries. I think it decided that if it can't win, it won't play

Last paragraph conflates "inspection" with "rebuild", and the first paragraph confuses "require" with "recommended."

One of the issues with the Predator was roll rate. Mooneys are not spritely in that respect. In order to meet the requirements of the program, Mooney cut back the flaps and increased the span of the ailerons. The ailerons tended to float up at high speeds due to the lower pressure on the top of the wing and this put the push-pull tubes in compression and caused them to flex enough to bind. Roger Hoh is a handling qualities engineer that was called in to look into this (I was currently working with him on a simulator program I was involved with at the time) but there was no easy fix. Roger told me that when he flew it at high speed the stick would stay pretty much where you put it with no tendency to return to neutral. Recently when I was in Longview, I asked Don about it and he said that they never flew it with the modified wing but instead put a M20K wing on it since they happened to have one handy. So this is a Predator with a lot of modifications. Still pretty cool though. Skip

And, I guess the spare mag should be kept in the baggage compartment for road trips.

Yes. The little ridges are there so that you can get some traction on it with your fingers and unscrew it. The bulb will come out with the cap and can be removed and swapped out. If you have a 28V system the bulb is a #327 or a #385 (both bulbs have the same specs -- no idea why there are two numbers). If you want an LED replacement, the equivalent aero-lites.com P/N is AL-327MF-WW. Skip

My '94 J has the cap allowing replacement from the front. My '78 J didn't have that and the bulb had to be replaced from the rear which was a PITA requiring drilling out the pop rivets attaching the plastic trim on the right side of the console, disconnecting an aileron push pull tube and then removing a belly skin to disconnect the other end of the push pull tube to drop it out of the way to access the socket. I'm not sure when the design changed.

Well, part of the placard is missing but it seems to say INSTRUMENT SOURCE xxxxx INOP WARNING and it's next to the knob labelled PULL STBY VAC ON, so I'd guess it's a low vacuum warning light. Is that one of those manifold pressure vacuum backup systems? There should be some sort of supplement in the POH.

Might also try heating with a heat gun to soften the RTV.

Generally, all MEMS-based AHRS provide good short-term attitude solutions but suffer long-term drift. This is compensated for by using additional inputs, generally some combination of air data, GPS, and 3-axis magnetometers. Garmin goes into some detail explaining this in the G3X Pilot’s Guide, but not in the G5 documentation. However, we can reasonably infer that the products act similarly since they were designed by the same team (Team-X). So, you would have to lose both pitot/static and GPS inputs to the G5 before the ADI X’ed out. Most installations will also have a GMU 11, and that may add additional robustness. Skip

Less of that these days with modern CFD programs. Used to be pretty common to have to fix stuff after flight tests. And, the more original designs get stretched and grossed up, the more fixes get applied (ask Boeing about the MAX). https://kingairmagazine.com/article/why-do-the-ailerons-have-a-lump/

We just used standard pan head screws, painted them gray to match the new panel and put nylon flat washers underneath the heads so as to not mar the panel.

Modern electronics has gotten so much more reliable that I'm not as concerned about failures as I used to be. I want a VLOC backup, but I don't find the need for multiple GPS. When the GNS 430 came out, it was pretty standard for installations to have two, just as everyone used to have two Nav/Coms before GPS. Garmin must have loved that!. Over time, I see fewer installations like that. (Of course, Garmin would love to sell you a GTN 750 and 650 combo).

The panel screws that Mooney uses are pan head with a molded on plastic trim washer. Mooney uses them in various colors to match instrument panels and trim. They are made by Stake Fasteners. https://www.stakefastener.com/. I believe black is a standard color. When I contacted them a couple of years ago, the minimum order was $210. Skip

An 10,000 hour ATP corporate pilot I know bought a Bonanza and the insurance company made him get 10 hours dual. He asked why and they said they had many more claims from pilots going from jets to single engine pistons than the other way around. After the training, he said they were right.

You need to look at the indentations (. .. ...) in the 12345 Nomenclature column. These are used to indicate that a part is used in a next higher assembly. For example: INSERT 914028-005 is part of LINK ASSY 310304-013 which is part of LINK ASSY, LATCH 310304-503 which is part of DOOR ASSY, CABIN 340124-513. So, apparently LINK ASSY, LATCH includes two LINK ASSYs each with an INSERT. It's not clear from the drawing what these parts are and you don't describe exactly what you need. But in this case, the best approach is to contact Frank Crawford at support@mooney.com. Frank can access the engineering drawings and help you figure out what part to order through a MSC.

It would depend entirely on your previous experience, abilities and comfort level in the Mooney.

It is interesting to ponder why the BSFC curve has a U shape. Starting at stoichiometric mixture (peak EGT) as we lean the mixture the BSFC decreases approximately linearly. Why? It is because leaner mixtures burn at lower temperatures causing less chemical dissociation resulting in a greater percentage of the energy from combustion being converted to work. However, because there is less fuel available, the power decreases even though the efficiency increases. Theoretically, the BSFC would continue to decrease until the mixture was so weak that the engine stopped running. But, in a real engine, it doesn't; it levels off and then starts to rise. The reason is that very lean mixtures burn slower and also increase cycle to cycle cylinder pressure variations. Both effects decrease efficiency. The cycle-to-cycle variations between cylinders, and within individual cylinders, are what the pilot senses as "roughness." From, Heywood, John B., Internal Combustion Engine Fundamentals:

VGs are advantageous in reducing flow separation at high angles of attack. We all know that the speed of the air over the top of the wing accelerates which is one of the explanations for lift. However at some point, generally after about the 25% chord point (farther aft for laminar flow wings), the air begins to slow. This is because physics demands that an adverse pressure gradient build up on the aft portion of the wing. Within the boundary layer, the adverse pressure gradient can actually cause the flow to reverse and separate from the wing. At high angles of attack, the separation progresses forward along the wing chord reducing lift and causing a stall. Vortex generators create vortices (big surprise) -- little horizontal tornadoes -- which grab faster moving air from above and transport it down deep into the boundary layer which counteracts the reversed airflow and keeps the airflow attached to the wing. Originally, VG were dimensioned to be approximately as high as the boundary layer thickness. These did indeed create a small but measurable drag penalty. However it was discovered with modern CFD techniques that shorter subboundary layer vortex generators, or micro vortex generators, worked nearly as well at energizing the boundary layer and delaying stall without the drag penalty.

Lean it until it runs rough and then richen until it’s just smooth. That will put you at the lowest spot on the BSFC curve. If the airspeed is too slow, richen. If you are below 75% (Lycoming) or 65% (Continental) you are outside the red box at any power setting. If you are below 400 F you are outside the red box. Keep it simple.

Ah, to be a callow youth again.