PT20J

It's a little confusing from your description to understand what version J you have because you describe it as a 1991 (205/MSE) and also mention lean machine. I believe 205s were only built in 1987-88. MSEs were the last J models built from 1991-1996 but I believe they all had autopilots. The lean machine was built in 1998. After that, the stripped down trainer version (AT) was built in 1989-1991. Since you don't have autopilot or electric trim, it sounds like you have a 1991 201AT. Adding an autopilot is fairly expensive. If you really plan to go Garmin eventually, you will want a Garmin autopilot (GFC 500). The GFC 500 however requires a Garmin PFD (G3X, G5 or GI 275) because most of the autopilot software is in the PFD which is different from most other autopilots where the brains are in a separate autopilot computer. It took my shop a day to remove my old autopilot (KAP 150) in order to install the GFC 500 in my MSE. So that's about $1K labor.

Just do a LOT of homework. Not everything is compatible with everything else - even if you stay with all Garmin. And, verify everything your avionics shop tells you because they cannot possibly know everything and sometimes their advice may be wrong. A lot of owners have been surprised to find that some feature they were expecting was not available in their installation.

That was my point. Might be an obstruction. On early Js the switch was mounted directly on the back of the ASI, but on later Js, it was mounted on a nearby bracket with some intermediate plumbing. But, most likely, it’s a leak in the diaphragm. Could also be something mechanical with the micro switch. But, the switch itself isn’t going to slip out of adjustment by 150%.

The spec is 60 +/-5 KIAS. Kind of hard to see how it would be 150% high without something being grossly wrong. Before cranking on the adjustment, I would check all the pitot and static connections.

Assert log shows the autopilot state is Fail / System not usable when it fails. I have no idea what causes that. I think @Rick Junkin had that failure indication and Garmin was looking into it.

30 hp = 990000 ft-lb/min At a takeoff weight of 3300 lb, that’s an initial climb rate increase of 300 fpm.

Manometers use some fluid with a specific gravity depending on the pressure they are intended to measure to keep the apparatus size reasonable. So, for instance, barometric pressure is measured in inches of mercury. Lower pressures are usually measured in inches of water. For setting the switch, you can just use the indication on the airspeed indicator.

M20J, 2450 lb takeoff weight, flaps up. I held the airplane on the ground with elevators in a constant 5 deg nose up attitude (the normal resting attitude on the ground) during the takeoff roll. It lifted off without rotation at 76 KIAS.

When mine did this, the Autopilot State column showed: Fail / Attitude comparator / 00002004 00000800

One thing to check is the pitch/roll calibration of the GMC 507. If the GMC AHRS doesn't agree with the PFD, it causes a monitor fault disconnect.

I've got a 406 ELT connected to the GPS for position, a PLB, an inReach, a cell phone, and a VHF handheld. If I get stuck in the bush, I really want to be able to call someone to come get me.

RSA servos don't meter fuel according airflow below about 1200 - 1500 rpm because there isn't enough air flow through the venturi and into the impact tubes to create the necessary differential pressure across the air diaphragm. There is a spring in the regulator that holds the ball valve off the seat to let some fuel flow into the metering section but the mixture at low throttle settings is controlled by a mechanical linkage on the throttle to an idle mixture valve. At high density altitudes, as the airplane slows down on the rollout with the throttle closed, there isn't enough air and the mixture will be too rich. You cannot really fix this by manual leaning during the let down because you'd have to lean so aggressively that the engine wouldn't run above 1000 rpm. The solution if it starts to die is to just give it a little throttle. If it's doing it all the time, adjust the idle speed and idle mixture.

There are a lot of variables. Eliminating measurement error would be helpful when making comparisons. tas_fnl3.pdf

When you normally prime, do you open the throttle at least 1/4 travel? If not, the idle mixture valve will greatly reduce fuel flow. If you left the throttle open after the failed flooded start attempt and then later primed it as usual a lot more fuel would flow than you were expecting if you prime for the normal amount of time.

It’s summer

I accidentally activated my ACK E-04 406 ELT in my metal hangar a while back. I shut it off when I discovered the error so it was on less than a minute. Within 10 minutes my mobile phone rang asking if I needed assistance. I asked them to confirm my location and they had my exact lat-long. They work pretty well.

THIS^^^^ weights are usually right but you have to follow the procedure in the service manual and often mechanics unfamiliar with Mooneys use a generic procedure.

Well, the problem with the video is that even though the engine is hot, Don repeatedly shuts down and immediately restarts. That’s the easiest condition because the whole problem is the variability in the amount if fuel in the lines between the flow divider and the nozzles and when you immediately restart, the lines will still be full.

Wow. Just, like, wow.

Look in any basic aerodynamics text. At cruise speed parasite drag predominates, so a first order approximation ignores induced drag (which will, of course, underestimate the total drag). Parasite drag increases as the square of true airspeed. Power required to overcome parasite drag varies as the cube of true airspeed.

It helps to understand a bit how the RSA fuel injection system works. It takes some of the Voodoo out of it. During cruise operation, the airflow through the servo controls the amount of fuel delivered to the nozzles to maintain the mixture set by the mixture control. But, at engine speeds lower than around 1200 rpm, there isn't enough airflow through the venturi to meter the fuel properly. Thus, the servo has a manual linkage connected to the throttle that controls the fuel flow at part throttle openings. Setting the throttle for approximately 1000 rpm (it doesn't have to be exact) will allow enough air and fuel through the servo for starting, but it still has to get to the nozzles. Normally, the lines between the flow divider and the nozzles are full of fuel. On shutdown, when the fuel flow stops due to the mixture control being placed in ICO, the pressure at the flow divider drops below 2 psi and a valve shuts off fuel flow between the flow divider and the nozzles to ensure a clean shutdown. If the engine is cold, fuel remains in the lines between the flow divider and the nozzles. If the engine is hot, fuel vaporizes in these lines and they eventually empty. So, if you shut down a hot engine and immediately restart it, there is no problem because the lines are still full of fuel. If you wait long enough, the lines are empty and it will take a lot of cranking (or a little prime) to fill them before the engine will start. Somewhere in between and there may be enough fuel in the lines to start the engine, but it will quickly die as the fuel is used up until the lines refill.

Kind of sounds flooded, and if you usually prime after a short taxi and it has been reluctant to start I would try not priming in the future. All your attempts may have flooded it more and then it takes a lot of cranking with the mixture in ICO and the throttle wide open to get it lean enough to fire. You can determine if it's really flooded badly by getting out and checking to see if fuel is draining out the sniffle.

A Cherokee also has a laminar flow wing

I think you are exactly right. If I use 5 lbs of pull my airplane takes off at about 65 KIAS. If I add enough elevator pressure to keep the nose wheel on without letting the mains get so light that it wheelbarrows it will take off flat at some higher speed. Probably less than 90 KIAS. I'm betting on about 75 but I'll have to try it someday. This is all with the flaps up. It will definitely wheelbarrow with takeoff flaps because of the effective angle of attack is higher.