PT20J

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.

You can check the installation manuals for whatever avionics you have for cooling requirements, but all my Garmin units either have their own fan or don’t require one. Modern avionics are much more energy efficient than the old stuff and don’t generate nearly as much heat. Some Garmin installation manuals are only available to dealers, so you might have to call a Garmin dealer.

Years ago, I was flying with my wife from San Jose to Reno to visit friends. Out over San Juaquin Valley there were a few TCu up ahead and as soon as I deviated around them more formed farther up ahead. I kept trying to get around them and more kept popping up I finally diverted to Sacramento and soon after I landed there was thunder and lightning about. We spent the night and it thundered and lightninged all night long. Next day was beautiful. I was surprised how quickly some innocuous TCu's became Cb's. Skip

Mooney should be able to supply you with the originals as delivered. Try service@mooney.com.

My 1978 J wore both tires evenly. My 1994 J wears the insides of both faster than the outsides. I dismounted them and flipped them around at mid life to even the wear.

Not too much pressure or you can damage things. I put a length of vinyl hose over the vent and blow with my lungs while spraying soapy water on the cap.

I found a formula for ram air temperature rise in deg C = [TAS(knots) / 87]^2. I don't know if this is accurate or not. But, it predicts a temperature rise of 1 deg C at 100 KTAS, 3 deg at 150 KTAS and 5 deg at 200 KTAS which seems reasonable. Garmin corrects the measured ram temperature at the probe to OAT by some unpublished formula (maybe this one) for some instruments (I know it does it for the G3X -- I haven't checked others).

I like the idea. I don't know if any of the current large language models are up to the task of predicting future events, however, as they seem best suited to answering questions by mining existing knowledge. But, they probably couldn't be any less accurate than the current methods.

Now, I'm questioning this. While I was waiting for a new engine to arrive, I was trying to fix a problem with the KAP 150 trim and I removed the servo to send it to Autopilots Central for overhaul. While I had it out, I removed the front trim gearbox to replace the worn bushing for the trim wheel shaft and I cleaned and regreased it. At the same time I lubed the carrier bearing for the trim servo. So, I had a bunch of stuff apart. It might not be necessary to disconnect the trim torque tube to service the carrier bearing. For sure you have to loosen the servo and slip the chain off the servo sprocket, but it may be possible to then unfasten the bearing housing from it's mount under the servo and slip it aft along the torque tube to get access to the needle bearings. I just don't remember.

First I ran the trim all the way down to the stop so I’d have a reference point when putting it back together. Then I loosened the servo and took the chain off the servo sprocket. Next I disconnected the trim torque tube from the trim wheel gearbox and was able to slide the tube forward enough to get access to the bearing. I used a grease needle to grease the bearing around the tube. Then I put it all back together making sure the shaft was on the down stop.

I believe Mooney practice was to insulate these with a length of clear tubing with lacing chord or tie wraps at at each end and one in the middle to keep them closed.

Pretty sure the engine was certified to use that fuel.

I’ll buy anything claimed to be ‘super’.

No one ever seems to lube the trim wheel shaft or chain. If it’s a BK autopilot, there is a needle bearing at the trim servo that is supposed to be lubed and since it requires some disassembly, it is often overlooked. The jackscrew in the tail should be cleaned and lubricated each annual.

The solvents are highly flammable and it always made me nervous to create an aerosol with an air compressor and spay gun. I know that’s how the shops do it, and I never heard of anyone setting things ablaze, but still… So, I used to give the engine a good spray with Simple Green and then hose it off really well with water. Never had any issues with that. The new engine is so tight that I’ve never washed it in 400 hrs. If I find some oil somewhere, I just hit it with a spray can of brake cleaner. Skip

I don’t know. This is a schematic for the flap system with the 15-deg and 33-deg presets. Older airplanes have continuously variable flap position and simpler wiring. I don’t know when Mooney changed.