PT20J

Sounds plausible. It’s easy to replace. You could try taking it apart and cleaning the plunger in case it’s just the plunger sticking, but for a little over 100 bucks I figured I would just replace the switch and be done with it.

Not sure why you thought they would be new. Garmin never promised that. When you buy something from Garmin and it fails during the warranty they replace it with new or repaired/overhauled at Garmin’s discretion. It's always been that way. What you will get back is a servo that has been brought up to the latest specs and tested and has a 6 mo. warranty.

The POH spec didn't come out until 1975 and Mooney adopted it sometime thereafter.

GAMA Specification No. 1 (which is the industry consensus standard for the POH) says that, "Landing distance data shall be presented as landing distance versus outside air temperature, altitude and wind." Two examples are given: Tabular, commonly used by Cessna, and graphical, which Mooney used. The graphical example shows tailwinds up to 10 kts. The table example includes a note, "For operations with tailwinds up to 10 knots, increase distances by 6% for each 2.5 knots." So, apparently all the manufacturers agreed that tailwinds of up to 10 knots are acceptable. https://gama.aero/documents/gama-specification-1-specification-for-pilots-operating-handbook-version-2-0/

I don't see why not.

The alternator switch in my airplane is in the space between the master switch and the radio master. Maybe it went bad and someone just eliminated it, or maybe the alternator wiring is different than mine which is original from the factory. In mine, the Alt Field CB feeds power to the voltage regulator. The field output of the voltage regulator goes through one pole of the master switch and then through the alternator switch and then to the field terminal of the alternator. So, both the master and alternator switches have to be on to excite the alternator.

If you look at the pages after the diagrams there are callouts for Stratoflex 193-10 and 193-6 hose. 193 hose meets MIL-H-5593. The dash number is the ID in 16ths of an inch. Stratoflex 193 is black. The hose in your pictures looks kind of like surgical tubing.

Disconnect the battery because there is voltage at the master switch and clock. Then, remove the 4 screws you circled. There are spacers behind some of the screws that will fall out, so catch them to replace when you put it back together. If you need a clock, Skyman Avionics has the one I removed. kelsey@skymanavionics.com.

I believe Honeywell makes alternate action lighted square pushbuttons. Should be lots of sources for the machined crimp contacts. Aircraft Spruce lists them. EDIT: Steinair has the pins and a crimper less costly than the DMC. https://www.steinair.com/product/contact-high-density-dsub-pin/

I have two sets (one landing and one taxi light per set) of bulbs installed in 2018 and removed in 2022 when I upgraded to the G3s. I's asking $149 each which is half the price of G3s https://flywat.com/products/parmetheus-plus-par-36-led-landing-taxi-light

Try https://support.garmin.com/en-US/?partNumber=K10-00280-01&tab=manuals

The best thing is to make sure that the muffler is sound -- that's the main source of it getting into the cabin. In flight, the airstream should carry the exhaust away from the cabin.

Sometime in the mid-1980s Mooney switched to foam insulation, epoxy primed tubes and sealing the rivets that attach the window frames to the tubes. On those airframes, it it often a simple matter of checking that the pilot's storm window doesn't leak and removing the belly panels and checking for corrosion in the bottom tubes. A complete by-the-book inspection removing the belly, side panels, rear seat and tension bolts and putting everything back together is probably $1000 at a shop. @jetdriven would know. I might contact Frank Crawford at Mooney with the model and serial number and he should be able to look up the build records and tell if it has the updated insulation and primer. I bought bulk foam insulation that Mooney uses from a MSC for $475 and installed it myself. It took me maybe 4 hours to remove the old insulation and cut and install the new.

Last summer I noted a faint fuel odor in the cabin when the airplane had been sitting for a day or so closed up in the hangar. I traced it to a tiny seep from a screw attaching the right outboard fuel sender. The vapor travelled all the way down the leading edge of the wing to the cabin. So, it doesn't take much to be detectable by smell. A big leak will definitely be noticeable. And, BTW, if you think all that duct tape covering the gap at the wing root will keep CO out -- it won't.

It must be a lot harder on the K than the J. I bought new seals from Guy @Gee Bee Aeroproducts when we swapped out the engine. The hardest part was removing the hardened staples attaching the old seals to the baffles which I did with a Dremel cutoff wheel. It probably took me an hour or less. My A&P attached the new ones with the pop rivets that Guy supplied in less than an hour.

This^^^^

I don't know who made the one that Mooney used, but Lone Star Aviation makes one and the website has a Bode plot https://lonestaraviation.com/wp-content/uploads/2017/09/70-Amp_freq_graph.pdf?v=47e5dceea252 Looks like the cutoff frequency (-3 dB) is about 13kHz and maximum attenuation is about 70 dB at 220 kHz. The load resistance for the test is unclear -- probably 50 ohms to match the signal generator impedance.

Excellent question. From the M20J Service Manual:

Hard to test unless you know the specs. It’s a pi low pass filter which is third order so it should roll off at 18 dB/octave but you’d have to guess the cutoff frequency unless you can get a spec sheet. I guess you could put a signal generator on the input and an oscilloscope on the output and plot the frequency response to see if it looks reasonable. Crown probably has the test equipment from when Larry was there and did bench repairs. Its purpose is to filter out rectified DC noise from the alternator. The best test is whether you heard alternator whine in your radios before the upgrade. If not, it’s working.

Actually, that's a recycled Citation joke from 35 years ago when the early Citations were derisively called Slotations. Still, Cessna sold a lot of them. Crow all you want about how much faster/more efficient a Mooney is than a Cirrus but Mooney is not producing airplanes (and most likely never will again) and a lot of parts have become unobtanium while Cirrus is selling lots of airplanes. Apparently the people that can afford a Cirrus are indifferent to fuel costs.

Heading for SJC for the 30L ILS one night many years ago and the controller was trying to get us lined up behind a Citation. My copilot and I noted that this would be interesting because I was going downhill -- fast single, slow jet. Sure enough we ended up closing on GILRO at about the same time and distance. I offered to slow down and let the Citation go ahead -- that airplane is a lot more expensive to operate than mine and I wasn't in a hurry.

+1 for the dual lock. I used it to attach the rear seat side trim panels and it holds well even in the summer heat.

“Then turn right 30 degrees, vector for spacing.”

So when we are faster, we brag about speed, and when we are slower we brag about economy. Can’t beat a Mooney pilot’s logic.