PT20J

From LASAR website: LASAR INC is pleased to return to market the crucial Eaton "no-back" clutch spring, as specified in Mooney SB M20-282. Initial quantities are limited with a manufacturing lead time of 32 weeks. To celebrate, we're offering this part at a reduced rate through the end of the year! Full part price as of January 1, 2025 is $2995.00, but our current pricing is $2575.00 each. Take advantage of the savings and secure your order by submitting your $1250.00 deposit today, the remaining balance of $1325.00 will be due when the part is ready to ship to you!

Mooney increased the wall thickness of a tube in the lower tubular structure.

Pressure Overload: -15 to 50 psig and 0 to 1000 psia: 3 times rated pressure or 20 psi whichever is greater, 100 to 10,000 psig: 2 times rated pressure

You definitely don't want to order the kit because Mooney included a whole new airspeed indicator with it. They probably don't have any and if they did it would be expensive. The "drawing" probably just has instructions for installing it. I'd just get the POH updated, have the ASI overhauled and remarked by an instrument repair station, get a pitot static test done, and check the rudder balance. This assumes that you can find a A&P willing to sign it off. I would think a MSC that's been around a while would be familiar with it and willing to do the work and sign it off.

Unless it was recently manufactured, the RSA servo body is a casting. The AvStars are machined.

Mine was built in 1994, but it has a "40th Anniversary" fin logo, seat embroidery, and control wheel medallions. Mooney was founded in 1953. Maybe they over ordered.

Bes sure to check both pilot and copilot pedals.

Lycoming switched vendors from Precision Airmotive (RSA) to AvStar a few years ago, so if you have a Lycoming factory rebuilt or overhauled engine it might have the AvStar. Otherwise, it's probably an RSA. Transducers have three pressure specs: rated (the max normal range), overload (overpressure it can take without damage) and burst (where the case seal fails). Omega specifies overload at 3X the max normal range so a 30 psig transducer should be able to take up to 90 psi. https://www.omega.com/en-us/pressure-measurement/pressure-transducers/px309/p/PX309-100G10V I'm not sure how high the pressure can get - on my G3X with a 75 psig max transducer it will go off scale from expansion due to the residual heat in the engine compartment after shutdown. I have a rebuilt IO-360-A3B6 with the AvStar fuel injection system.

That looks a more like a Mooney electric flap actuator than a Dukes landing gear actuator.

The gear down limit switch is a double pole switch. One pole drives the actuator so it will stop when the gear is down and the other pole drives the lights. Perhaps the switch is going bad. No idea why it would do it only in the air.

RED is +10V (pin 1) BLK is 10V return (pin 2) White (pin 3) and Green (pin 4) are signal The pin numbers are embossed on the connector next to the pin holes (but they are very small). Do you have an AvStar fuel injector or a RSA? I'm curious because the AvStars have a tighter idle cutoff valve and allow pressure to build up in the lines after shutdown and this might be killing the transducers.

Remove the back shell from one end of the black CPC connector so that you can access the pins with a DVM with the connector connected. With the master switch on, there should be about 10 VDC between pins 1 and 2. This voltage comes from the gauge. If it's not there, investigate the gauge and wiring. There should be near zero volts between pins 3 and 4 with no fuel pressure. This is the transducer output. Turn on the boost pump to create fuel pressure and the voltage between pins 3 and 4 should increase. If this doesn't happen, it's the transducer.

Charlie Munger once said, "All I want to know is where I will die so I'll never go there." I tried looking for someplace where airplanes don't crash so I could move there, but according to this app, it's hopeless.

Mooney used Radio Shack speakers. The little convex mirror that deflects the wing-mounted taxi light beam away from the cockpit is from K-Mart. So, even with all it's business troubles, Mooney has outlasted two of it's much larger suppliers .

I don't have M20S manuals. My M20J parts manual shows the Blaupunkt PCX352 as an alternate for the Archer 40-1197. So, either should work electrically. Since the OP's picture is of a Blaupunkt, I would search for a 3.5" speaker as a replacement. Regarding the impedance: If the amp will drive a 4 ohm, it will drive an 8 ohm because the higher impedance will require less drive current. The 8 ohm might not be quite as loud, but I doubt it would be noticeable and since Mooney apparently used 4 and 8 ohm speakers interchangeably I wouldn't worry about it.

Better yet, if you can find an accommodating A&P, you can do all the paperwork, download the software and have the A&P look over your shoulder when you install it and then sign the logbook. The G3X update is not supposed to alter any configuration parameters. However, I've been told that some GTN updates can change configuration parameters that are not stored in the configuration module and so the instructions call for verifying the configuration after installation. I wonder how many shops do that? There are a LOT of configuration parameters for my GTN 650Xi.

I've found that sometimes you have to hunt for the an electrical part number. Sometimes they are in the IPC. But, it's often better to get out the schematic for your serial number and note the component reference designator and then look that up in the Electrical Equipment Chart for your serial number at the end of volume 1 of the Service and Maintenance Manual. I say this is better because if Mooney used different parts on different models, the service manual will often be more accurate than the IPC. Here's a link for the original speaker listed in the M20J IPC (Archer 40-1197). It's is a pretty standard 4", 8 ohm speaker. https://diyaudioprojects.com/Drivers/40-1197/40-1197.htm Searching the service manual, Mooney used several other Radio Shack (Archer) speakers, but I'm betting they were all equivalent. (Perhaps they just used whatever the Kerrville Radio Shack had in stock when they needed some ).

I replied to the email with the following question: If Garmin does not issue a service bulletin, how will I know when a software update is available so that I can take the airplane to my Garmin dealer to have it installed? I must have caught support on a slow day because I got a reply right away: Not every software update requires the issuance of a bulletin. Not every software update is required either. I would recommend you stay in touch with your Garmin Dealer. Due to the nature of certified software, software updates only happen once or twice a year. Most customers update their software once a year unless a major software update was released. Major updates normally do have a bulletin. So, I guess if Garmin thinks it is important, it issues a service bulletin which should come in the email if you are signed up. This might be a ploy to avoid customers complaining about the cost of installing Garmin's frequent updates. Even though Garmin makes the software available at no charge, Garmin dealers need to charge for installing it, printing out any accompanying documentation and making the logbook entry.

I just received an answer from Garmin regarding the lack of service bulletins for recent G3X certified updates. It's not very satisfying or illuminating: Bulletins are not always released for the G3x Touch Certified Software. The last two releases 9.16 and 9.17 only describe the changes as "General improvements to system operation", whatever that means. I suspect that Garmin is only issuing a Service Bulletin when a release fixes a problem noted in an earlier bulletin or introduces some new feature -- but that's just a guess. Garmin's software management system defies understanding.

I'm not too concerned about the Mooney. Now, when we used to jack up the DC-3 at the museum to swing the gear -- that always got my attention.

I once preflighted a Schweizer 300 after it came out of maintenance and found all three pitch links unsafetied. I don't know what the answer is other than to be as hands on with maintenance as possible.

Yes, but it will ignite when I lock the brakes trying to make the first turnoff and wear through the tire.

I don’t know which interior you have. In mine the lower panels are carpeted and installed first before the side panels so it requires taking the side panels off first.

Yes, they both come from the same tone generator. Steady tone for the stall; on-off tone for gear.