PT20J

Good point. My 1994 M20J came with 1.5" extensions from the factory. Look in the equipment list in the POH W&B section. I replaced them with 3" and so I've got some 1.5" if anyone wants them.

Thanks, Clarence. I looked at it again and I clearly got it backwards.

Also, for everyone who wondered: I did confirm with Garmin that all Garmin ADS-B In equipment filters out ownship ADS-B targets to eliminate the possibility of picking up your own ADS-B out transmission should it be reflected back by the ground.

UPDATE: The FAA finally received enough reports to track down the problem to the Seattle ASR-9 radar azimuth being slightly out of alignment. This should be fixed shortly. Thanks to everyone who reported an issue. They can't fix it if they don't know about it Skip

Each gear is held in the down position by an over-center mechanism that is spring loaded. For the nose gear, the coil springs are at the forward ends of the push-pull tubes. Spring tension is adjusted by screwing or unscrewing the forward rod ends. If adjusted too tight, the springs will bottom out before the gear is fully extended. The motor has a lot of torque and if the springs bottom out, something has to give. Skip

Latest from Garmin in a BeechTalk post yesterday: Hi everyone, the team continues to make progress. For experimental aircraft, a few days after fielding the G5 and G3X Touch software, we received some field reports that required us to suspend software updates. The team quickly identified the root causes of the reports, updated software, flew with the new software, and fielded updated software versions last week. For experimental aircraft, the updated software can be found in the links in my previous post. For certified aircraft, in late November, the team submitted a proposed certification plan for the revised software to the FAA. The FAA typically has 30-days to respond, however given the circumstances, they expedited the review and responded yesterday with acceptance of our plan. The team will be working hard in the days ahead to execute on the plan, that includes a combination of flight and simulator testing to further validate the resolution. This keeps the team on track to work to deliver a solution near the end of the year. -Joey Ferreyra Garmin Sales & Customer Experience Manager

To be airworthy, the airplane must conform to it's TCDS and any incorporated STCs or field-approved modifications. The Garmin equipment has to be installed in accordance with the STC, or if not in accordance, it requires a field approval according to Garmin. So, legality (airworthiness) of the installation -- and thus the backup instrumentation required -- depends on what the STC installation manual requires unless you got a field approval for something different. Skip

OK, I screwed this up. My conversation with Bob was about the 205, but somehow I got the 252 in my head when I made the post. So to clarify: It is only the M20J 205 that has the higher partial flap speed. Sorry for the confusion. Skip

There is a pitot leak test in the service manual. Basically, you pressurize the pitot by some means (rolled up rubber tube, or I used a large syringe with a short piece of tubing attached -- just make sure your apparatus doesn't leak) to 150 KIAS and make sure it doesn't leak more than 10 kts in one minute. But, I doubt that's your problem. I notice that your video begins with airspeed about 117 KIAS but the set airspeed is 120 KIAS. I have noticed that my GFC 500 tends to hunt a bit in IAS, but in smooth air it will eventually settle down when it wearies of chasing the phugoid. I would try setting up a steady climb in PIT and when the airspeed is stable then engage IAS and see if it holds the set speed or begins to oscillate. If it is steady, put the gear down which will excite the phugoid and see how well it tracks IAS. In my M20J the phugoid damps out within three cycles and the period is about 30 seconds. I notice a couple of interesting things in the video. First the flight director commands appear to be reacting primarily to the rate of change of airspeed leading to some pretty aggressive pitch commands, and second the pitch sometimes lags the command bars significantly. There might be a clue here. I would send the video to Trek. Skip

Good point. It was a long time ago and I’m sure Bib probably meant the 252 and 205.

The virgins have flat tires and rusty cylinders

I believe the Garmin STCs for the GI 275, G5 and G3X all require retaining the "existing non-stabilized magnetic compass".

According to Bob Kromer, the 252 is the only Mooney with a higher listed speed for partial flaps. Analysis showed that the flaps and structure could withstand the higher speed - there was no change to the airframe. So, why wasn't this carried forward? Because most new airplanes were being shipped with the optional speed brakes which do a better job of slowing down with no pitch trim change and so a higher partial flap speed was kind of superfluous. There was engineering cost involved to change the TCDS and AFM limitations which require FAA approval and the marketing department didn't care, so they dropped it. Skip

CAR3 3.758 only says it has to be on or “in close proximity” to the compass. Since close proximity isn’t defined, it’s open to reasonable interpretation.

A little over a year ago: G3X, G5, AV-20S, PMA 450B, GTN 650Xi, GNC 255, GFC 500 (w/o yaw), Guardian 451 CO det, CiES fuel senders, new panel. I had the GTX 345. $50K parts, $31.5K labor. The wiring was so nice I hated to put the glare shield back on. I saved a bit on the labor by removing and reinstalling the interior myself. The hole beneath the G5 has since been filled with the backordered Smart Glide button. Note the compass correction card, Paul .

I would go through all the user and config settings on your friend’s unit and write them down and then compare with yours. Garmin equipment has a lot of settings and sometimes the interact in unexpected ways.

No, I believe you are correct. And, I don’t see why you couldn’t also do a contact approach if you had a mile visibility and were clear of clouds. The thing to remember is that you may descend at pilot’s discretion to the minimum IFR altitude defined in 91.177 at any point and it is up to you to determine what that altitude is. Skip

Any published approach - your choice.

From the Instrument Procedures Handbook…

Mike, you left out the J Also, voting in the first question requires an answer to the second which I don’t believe is what you intended.

Enroute from Merrill Field in Anchorage, AK to Kodiak. Upon hand off from Anchorage approach to Anchorage center got "cleared to cruise six thousand."

I have a 1994 M20J and this one matches my aircraft POH/AFM. M20J POH.pdf

Just keep in mind that Garmin keeps these manuals confidential between Garmin and its dealers, so any that leak out are almost never the most current software rev.

Standard Mooney shop practice: Cut to size, beat to fit, rivet in place, paint to match. Extra points if you can use an adel clamp or two.

I would ask Jimmy Garrison - he knows more about Mooneys than Mooney. He may even have sold it once (or twice).