PT20J

These are for D-sub connectors that take size 20 contacts. The Mooney CPC Series 1 connectors take size 16 contacts.

Everyone has their favorite oil. Mike Busch likes single weight oils. RAM claims that the semi-synthetic Aeroshell multi-weights are bad. Phillips claims you can get lower oil consumption with it's all mineral 20W50. Lycoming is agnostic -- as long as it meets the appropriate MIL-SPEC, oil is oil as far as they are concerned. Some praise the LW-16702 additive in Aeroshell W100 Plus; some think it's bad stuff. Some prefer Camguard. Some sing the praises of Avblend. For what it's worth, I broke my factory rebuilt IO-360-A3B6 in on Aeroshell 100 and switched to Aeroshell W100 Plus for the first 120 hours and was consistently getting about 8 - 9 hours per quart. I switched to Phillips 20W50 with Camguard and now I get 12+ hours/quart. I've talked to others that had the opposite experience (worse oil consumption with Phillips). Skip

Courtesy of Wicks Aircraft: CAT – 1 ply neoprene impregnated fiberglass with very closely spaced spiral copper coated high carbon steel wire inside exterior wrapped fiberglass cord. From -85 degrees F to over 350 degrees F. Aircraft type. Maximum length 10 feet. (BLACK).SCAT – 1 ply same as CAT except with silicone rubber impregnation. From -80 degrees F to over 450 degrees F. Aircraft and industrial type. Maximum length 11 feet. (RED).CEET – 2 ply neoprene impregnated fiberglass same as CAT except wire between plies. From -85 degrees F to over 350 degrees F. Aircraft type. Maximum length 10 feet. (BLACK).SCEET – 2 ply same as SCAT except wire between plies. From -80 degrees F to over 500 degrees F. Aircraft and industrial type. Maximum length 11 feet. (RED). Attached Aeroduct catalog has everything you want to know about ducting. In the engine compartment, I use SCEET. SCAT is more flexible, but the wire always seems to eventually work it's way through the thin wall no mater how you terminate it. In the cabin, CAT works well and is very flexible. Guy @GEE-BEE can make you ducts in whatever length and diameter you want with professionally finished ends. They will last to at least TBO. Skip AERODUCT-Aviation-Ducting-and-Hose-Products-Catalog.pdf

@GeeBee is right. The effect is very small. If it were not, Mooney would have fixed it long ago. Supposedly, Roy Lopresti analyzed this during the development of the 201 and decided it wasn't worth correcting. And he was looking for every knot of improvement he could economically get. Sometimes people think this deflection creates "trim drag." But that's not the major source of drag. The tail generates a tail down force to balance the airplane. This force adds to weight and increases the amount of lift the wing has to generate. The additional lift creates additional induced drag. This additional drag is the "trim drag". Any drag from the elevator being slightly out of trail is negligible by comparison. Skip

Not surprising. I believe that the Super Cub (one of the most fun airplanes I've flown) has a very similar trim arrangement to the Mooney.

Thanks for all the responses. There are a couple of pins and sockets that will work with the CPCs. Type III+ open barrel works with a crimper such as @jaylw314 suggested: I actually bought a IWISS SN-48B crimper that will crimp both the conductor and insulation in a single action: It works great, but I discovered that it is difficult to see the wire position with the terminal in the crimper whereas the one that @jaylw314 suggested has the advantage of being easier to ensure that the wire is correctly positioned before crimping even though crimping the insulation strain relief requires a second operation. The Mooney factory used more expensive closed barrel type II screw machined contacts. Crimpers for these are 4-way 8 indent. Most are several hundred dollars. I did find one more reasonably priced at $99 (IWISS HD-3220A), but have not purchased or tried it. Skip

Per the Lycoming TCDS 1E10, the difference between an A1B6D and an A3B6D (or A3B6 neglecting the magneto) is a 120 degree clockwise change in the prop index. Skip

Normal. The original design trimmed in trail. Lengthening the fuselage and adding heavier engines/props have necessitated changes to the trim system on later models. Js for instance trim trailing edge down. Long bodies trim trailing edge up. Skip

I torqued bolt 10 according to the SB and the steering was very stiff. I backed it off one position on the castilated nut ant it was much better. Skip

1. The magnetos have no connection to the battery. 2. Connecting a battery tender backward should not cause a problem. More sophisticated ones will have a protection circuit and even cheapos should have a fuse. 3. An open circuit battery voltage of 12.6 volts indicates that the battery is about 75% charged. 4. Turn on some lights and energize the starter. If the battery is just too week to run the starter, the high current draw of the starter will dim the lights very significantly. If the lights don't dim, then the problem is that the starter is not being energized. The problem could be a circuit breaker or fuse, the ignition switch or the starter relay or some wiring or the starter itself. Skip

The visual segment of any approach is from the MAP/DA to touchdown. Look at the first graphic I posted. In unusual cases, it may also be charted as in the Juneau example. Skip

The AIM is inconsistent in terminology. Paragraph 5-4-5 cited by @jlunsethdescribes a “published visual flight path.” The AIM Glossary has the following entry: PUBLISHED INSTRUMENT APPROACH PROCEDURE VISUAL SEGMENT− A segment on an IAP chart annotated as “Fly Visual to Airport” or “Fly Visual.” A dashed arrow will indicate the visual flight path on the profile and plan view with an associated note on the approximate heading and distance. The visual segment should be flown as a dead reckoning course while maintaining visual conditions. At any rate, whether it is a “segment” or a “flight path” a “published” one looks like this: Skip

Anyone know how far an obstacle has to penetrate the 34:1 plane to require a note? Might be a good Wally Roberts question.

You could contact Mooney at technicalsupport@mooney.com and they should be able to look up the drawings and give you an answer. From your description it sounds like something wasn’t quite right with the rigging before the change. I might go through the entire aileron rigging procedure. Skip

You could well be right and probably are.

This is correct, of course. I overlooked the offset. Thanks for pointing that out. I was at the hangar today and decided to take a look at my 1994 'J. A couple of observations: 1. The bracket appears to be an aluminum T extrusion. The thickness of the "stem" to which the tube attaches is only about 0.08". 2. Mine shows a very slight bending of the "stem" to the outboard (presumably due to the offset pull force of the tube that attaches to the trim assist bungees). This is evident in the picture if you look closely. I don't think this is a very robust design. Skip

OK, first point: An electrical busbar (often shortened to 'bus') only has one 's'. Buss means a kiss (https://www.dictionary.com/browse/buss). Some of the confusion probably originates from the common usage of Buss brand fuses. But 'Buss' is a shortening of the name of the German immigrant inventor Bussmann (https://dynamic.stlouis-mo.gov/history/peopledetail.cfm?Master_ID=2015). Now to the second point. Mooney has long installed speed brakes at the factory during production using the Preciseflight STC (I once asked why and was told that the paperwork to get the speed brakes added to the type certificate was not worth the trouble), Since the OP's speed brakes were installed at the factory, there was presumably a reason for connecting them to the avionics bus. I would try to determine the factory configuration before changing anything (but that's just me -- Being an engineer myself, I assume that the factory engineers had a reason for whatever they did). I agree, however, that it makes more sense to connect speed brakes to the main bus as the factory-installed electric speed brakes are in my 1994 M20J. The activation button on mine is on the left yoke horn and easily bumped when reaching for the heading knob on the Aspen PFD. After accidentally extending them once while changing course to extricate myself from icing -- and having them not fully retract -- I put a red ring on the circuit breaker and pull it now if there is any chance of encountering ice. Skip

Hard to see how there would be a bending moment given the rod ends on each end of the tube and the linear action of the tube. The attached drawing from the M20J IPC only shows a rod end at the aft end, but the parts list does call out 2 for the assembly. My annual inspection is scheduled in a couple of weeks - I’ll be looking this part over very closely. Skip

On my M20J, the speed brakes are wired to the main bus, but they are electric and should have a much higher current draw. If you have the schematics from the Mooney Service and Maintenance Manual for your airplane you could check to see if the factory originally wired them to the avionics bus. You might also email Stacey Ellis at technicalsupport@mooney.com -- I usually get an answer back pretty quickly. Skip

What does the installation manual say?

I’m a little confused. On my airplane (SN 24-3340, 28V), test will not illuminate any annunciators when the Annunciator CB is pulled. The Gear Down light illuminates continuously with gear down and the Gear Warn CB in whether the Annunciator CB is in or pulled. If you are getting lights to illuminate with test when the Annunciator CB is pulled, then the first thing to do would be to figure out where the power is coming from. Skip

Note that this fix applies to earlier M20Js as well. It's a bigger issue in the Ks because they tend to often need full nose up trim. But every airplane should be retrofitted because the original stop design was essentially a jam nut. Skip

It's hard to know, but I don't believe that the annunciator has any direct connections to the engine compartment. The service manual has some schematics for the 28V systems buy not much info on the 14V. In the 28V systems, the TEST function is just a pushbutton off the 28V input. The first thing I would check is the bus and ground connections to the annunciator panel. Skip

The service manual lists that part number as: Module, Auto Off Light. I believe some models had door switches on the baggage and cabin doors to turn on the cabin lights and I think this was to turn the lights off after some period if a door was left open. Perhaps that was an option that was never installed, or maybe it has been removed. Do you see any evidence of door switches? Skip

It sounds like some issue with the internal power supply. The annunciator was made International Avionics, Inc. I'd call them and see what they say https://www.internationalavionics.com/ Skip