PT20J

To be a true OPP the owner has to take an active role in its creation. The FAA has a list of acceptable activities. I don’t think having the producer send you a drawing to sign and return meets the requirement, but I not an attorney.

MDI is out of business. Someone posted an alternate to the SAF-AIR which supposedly has a less stiff spring but I don’t remember the company name.

I believe the crackdown started because of a problem that surfaced with counterfeit parts — usually structural bolts that weren’t. I believe there was an airline crash where the bolts attaching the vertical tail failed and the NTSB determined they were counterfeit. This led to increased FAA scrutiny of proper documentation and approvals for all aircraft components.

My bad -- I somehow missed that. Apologies to @gabez

Wonder how that got past annual inspection?

The reason it doesn’t do that is probably because the Bendix pressure carbs didn’t do that and the Bendix RSA design is derived from the pressure carbs from the radial engine days.

9.02/8.02 has the fix for the trim runaway which I understand tightens the monitoring of some servo parameters. It seems that 9.15 is primarily to fix some issue specific to Grumman AA-5s, integrate the GI-275 with the G3X, and a few other minor enhancements.

The line from the servo to the flow divider is part of the engine, so if that's the way it came, blame Lycoming. I know that my factory rebuilt IO-360-A3B6 came with that line firesleeved. The M20J transducer from the Mooney factory is firesleeved (item 7 on the drawing Clarence supplied above).

The FAA Instrument Procedures Handbook has a lot general information. https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/instrument_procedures_handbook Keep in mind that the the GFC 500 is coupled to the GTN in most modes and so you have to make sure that you have the GTN set up correctly for the autopilot to do what you want. The GTN Pilot's Guide Navigation chapter has a good explanation of how to set up approaches. The G3X Pilot's Guide AFCS chapter has a good explanation of the GFC 500. Skip

Are you talking about VFR or IFR procedures? It would help to know what PFD you have (G3X, G5, GI 275) and what GPS navigator you have. Skip

It’s pretty simple and doesn’t require disconnecting anything. Just loosen the jam nut on the master cylinder piston rod clevis and rotate the piston rod to adjust the angle. It doesn’t take much because of the geometry, so rotate it maybe one turn at a time checking between adjustments.

Nope. It’s not described in the Service and Maintenance Manual.

This is the switch Mooney used in my 1994 M20J. I like it because the cap is small. Most miniature switches have larger caps.

An Air Force pilot insulting a Naval Aviator? Naw, it would never happen

DC-3s regularly land at Riverside/Flabob (KRIR) for maintenance at Garsa Air. We took the museum DC-3 there for service when we lost a generator at San Diego. The runway is 3190 x 50. We could have made the 2000' turnoff but it was too narrow.

Lots of people have done that. I kept mine because it had other useful annunciations such as Boost Pump, Speed Brakes, Volts (hi/low), Pitot heat and Starter Power. Talk to your installer about what you can eliminate, but I doubt you'd have to keep anything but the gear and speed brake annunciators.

I must be the only one that uses my parking brake. I sometimes park on unlevel ground and use it to prevent rolling until I get chocks under the wheels. I've found the parking brake on both my 1978 J and 1994 J to work really well.

The questions you are asking are more about basic use of navigation systems and autopilots than anything specific to the GFC 500. If I were you, I would buy a couple of hours of dual with an instructor and it should all become clear.

According to the 1E10 TCDS, the N1A and P1A are actual IO-360 variants. These maintenance manuals might be useful for general information, but if there is no maintenance manual for your engine variant, then the proper documentation is the overhaul manual plus the applicable service documents.

Excellent point. I see people often just press a button without verifying that it is the correct button and that it actually took effect. The pros figure out what they want the automation to do, then double check that they have selected the correct button, and then verify that it has taken effect.

How long did they have your airplane?

The source for the “Rules of Engagement” is the AFMS.

Interesting. The one in my 1994 J is rock solid, but I notice that Mooney changed the valve at S/N 24-0764. I'm betting that the fluid is old and thick and needs to be flushed.

Gotta do the post flight run up and leak check. I fly it around to warm it up before the annual to do the compression check hot and drain the oil warm also, although we never could do that at the museum and it didn't seem to make a difference.

I recently did an insurance checkout for a new owner in a really nice 1978 M20J. It was kind of a nostalgia trip since my first Mooney 35 years ago was a 1978 J. Anyway, the seller had mentioned that he didn't trust the parking brake. I've always found the parking brake to be pretty good, so I tried and it worked fine. Until we wanted to taxi, that is. Then the left brake dragged. After half a mile of taxiing and repeated applications it eventually released. I've never had to deal with the intricacies of Mooney brakes, but looking at the IPC it seems that the parking brake valve cuts off fluid return to the reservoir for BOTH master cylinders. So, I'm at a loss to understand why the left brake hung up. Anyone have any ideas? Skip