PT20J

Very clever

Might be fluctuating bus voltage.

I believe the bearing pointer source doesn't display when the pointers are set to OFF.

Texans or jacking? Actually I've got a new idea -- airbags. They don't take up much space in the hangar when deflated.

Must be a Texas thing. Maxwell uses a hoist and a couple of old alternator belts on the blade shanks.

The King autopilots are the same. When I had the KAP 150, I had several failures of the computer such that it wouldn't pass self test. I got used to flying with manual trim.

I had a few oil spots on my wing walk. I saw a post where someone suggested using WD-40 to renew the wing walk appearance. I thought that couldn't possibly work--- but, what the heck? I sprayed on a light coat, blotted off excess with a towel and left it overnight. The next morning it was dry, not oily, and the film left behind by the WD-40 made it look new.

Mooney switched to the A3B6 during the final years of M20J production. Both engines are on the TCDS. Since there is no restriction on the serial number range, either engine may be used on any serial number. There are some parts differences such as the prop governor. The ICS has all the parts required for either installation.

You're right. I forgot it was connected to the pitot/static.

An interesting thing I learned at the Lycoming factory class is that Lycoming doesn't paint the valve covers until after the test cell run and just before shipping to avoid them getting scratched up at the factory. Also, Lycoming doesn't use primer which is one reason they scratch easily. If I were going to paint them, I'd do it right and remove them, strip the old paint, and then prime and spray with Tempo Lycoming Gray available in a rattle can. Make sure to clean off all the old gasket from the heads and covers and reassemble with silicone gaskets tightened just snug (they squish and leak if you overtighten them).

I think that's backwards. The reason the ram air is not as effective on the early M20Js compared to earlier models is that the induction system is much more efficient on the J and so there is less to improve. The ram air is directed at the air intake of the servo and it would be difficult to think of a better design without eliminating the air filter plenum completely. On my 1978 J, the ram air was good for about half an inch of MAP, maybe a little less.

No, mine shuts down when the power is turned off. The manual says it’s supposed to turn off if power is removed and the airspeed is below 40 kts. Since mine is not connected to anything else, I assume it has an internal GPS as part of the AHRS and that’s how it determines airspeed, but I don’t know fir sure.

I put in an AV-20S also as a tie breaker in case the Garmin AHRS don’t agree. See note in post above for how to set up Connext with the G3X. Ref is sections 6.3 and 8.9 in the G3X Pilot’s Guide.

The G3X provides a Bluetooth connection to the G3X to upload/download flight plans and the G3X will then crossfill with the GTN. It requires that External FPL Cossfill be enabled on the GTN setup page (normal mode) and External FPL must be enabled on the GTN main system configuration page (configuration mode).

I bought the airplane in 2018 with a Concorde installed by the previous owner in 2017. I always kept it on a Batteryminder. In 2021 it passed barely after the second try. I replaced it when I put in the new panel a few months later. So, I'd guess 4-5 years, but it probably varies depending on how the battery has been treated and what temperatures it has been subjected to. I replaced it with a Gill sealed battery which was cheaper and slightly higher capacity than the Concorde. We'll see what it does.

The G3X will transfer flight plans from the iPad to the GTN and from the GTN to the iPad. There is a limitation that since the G3X GPS nav database is VFR, it does not understand SIDS, STARS and approaches and will not upload flight plans containing them. I don't find this a big limitation since it is easy to add these procedures into the GTN once the flight plan is loaded.

That's the point. The folks that report extraordinary life out of their batteries are just running them to failure. They would get years less life if the replacement criteria were passing the capacity test. If the alternator quits in the clag, that battery capacity is all you have. Lead acid batteries will often provide stating amps without having much capacity (amp hours). It happened to me recently in my Subaru. The car always started fine, but I left a dinky dome light on for an hour and the 6 year old battery was dead when I tried to start it. Skip

I installed a G3X with EIS, G5, GTN 650Xi, GNC 255A, GTX 345, GFC 500 and yoke mount iPad/ForeFlight with a hardwired USB power source. G3X fails: I can use the iPad and G5 and the G5 will drive the GFC 500. I can operate an IO-360 safely without any engine gauges. GTN fails: I can use the G3X GPS. Technically it is VFR, but it will navigate and provide lateral guidance on an approach. Plus, I still have the GNC which will navigate and allow shooting conventional approaches. G5 or GNC fails: Don't care -- it was a backup anyway, Complete aircraft power failure: Unlikely, but the G5 and iPad will soldier on with batteries. The iPad has a GPS and is fully charged because it has been running on ships power. As @Ryan ORL pointed out, to get full functionality with the iPad you need to Bluetooth pair it to both the G3X (for flight plan transfer) and the GTX (for ADS-B In, GPS position and AHRS). Skip

Also curious how people lube the flap bearings with the hinge covers in place. Sure you can squirt some oil in there, but who knows if it gets into the bearings?

Good question. But the CAR 3 requirement is pretty loose. 3.682 Batteries. When an item of electrical equipment which is essential to the safe operation of the airplane is installed, the battery required shall have sufficient capacity to supply the electrical power necessary for dependable operation of the connected electrical equipment. With all the avionics we have now, I'm with @GeeBee, get the largest you can. Skip

Doesn't build a lot of confidence when they don't even get the Mooney serial numbering system right.

Mooney calls them dust boots. According to the M20J IPC, they were originally glued in with yellow weatherstrip adhesive. Mine have duct tape, and the paint on the tape matches the original airframe paint, so I'm guessing that the factory also used duct tape. Any aircraft upholstery shop can make some if there is enough left of the old ones to use as a pattern. Skip

I used to taxi by a plane at Palo Alto with one of those plastic owls on the prop. The owl was covered in bird poop. Apparently, the birds thought it a good place to land for a rest stop.

Hole size in belly might depend on belly style. My one-piece belly gascolator drain looks like the OP’s. According to the IPC, Mooney used Shaw and Airight gascolators on the J. Mine is an Airight and has a red can. I believe the Shaw has a silver can. I never thought to try draining it from underneath, but I tried it and it works and I can’t see any harm in it. Skip

Looks like you landed short to me