PT20J

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.

Me, too. The factory was a big help expediting a nose gear leg for me recently. Great people who care about customer service.

The J was the last model with the trim assist bungees that center the elevator. From the K on, they have a bob weight and variable down spring, so they sit with the elevator full down.

I don’t see why you couldn’t do it if you can find the parts assuming the German regs will allow it. But it’s going to be a lot of work. You’d have to install the cowl flap position indicator and switch in the console as well as the mechanism in the engine compartment.

When this happened to me the adapter was noticeably loose after the filter was removed. I took the adapter off and noticed a cut in the rubber gasket, so I ordered a gasket and replaced it before replacing the filter. After that, I always checked that the adapter was tight after removing the filter. I never had a problem again. You’d have a major leak if that gasket failed - same as the oil filter gasket.

I ran a tank dry recently on a M20J to replace a leaking sump drain. It cut out a couple of times when the level got down to the pick up before it died. There wasn't really much warning from the fuel pressure gauge because fuel injection doesn't have a place to store fuel like a carburetor with a float bowl. Many years ago when I was working on my multi-engine rating in a Seminole, my instructor used to like to fail an engine (at altitude) by shutting off the fuel. One day we flew a turbo Seminole and when he did that, it created a lot of engine surging and yawing. It was pretty exciting.

According to the AFMS, the GFC 500 has engagement limits of 50 deg nose up, 50 deg nose down, and 75 deg roll.