PT20J

It is accessed through the belly. The actuator is just aft of the flaps. There are two Honeywell microswitch replacement possibilities: V3L-3 comes with a lever. You can also use a V3-1 switch with a JV-5 lever. These are shown (somewhat confusingly) in the IPC.

Ross, that would be true if the power available were constant. However, it's not. Power available is thrust times TAS and so it is zero at zero airspeed and increases as airspeed increases until prop efficiency drops off. At low speeds, the variation in power available with airspeed is greatest and this affects Vy since ROC is the difference between power required (which varies as the square root of weight) and the power available.

If you really need a non precision approach without vertical guidance, you could select a localizer approach.

I think we are saying the same thing. I love to watch the automation work, and would never go back to life without it, but I do think things were easier to understand when I learned with two VORs and an ADF. I bragged to my DPE friend once that I used to be able to do intersection holds with a single VOR and he bested me by saying he did the same thing with a VOR receiver that you had to tune manually. Thank God I never had to orient on a four-course range.

It would be interesting to try. I’m betting that it will just capture without reverting to ROL because there is no confusion about your intent. There is a potential issue if you cannot capture the ILS localizer in NAV. Sometimes I get cleared to track the localizer, but not for the approach because there is an airplane ahead of me on the approach and I cannot be cleared until that aircraft lands or misses (the last time this happened, I was following an Army helicopter doing 60 kts!) In that case, I intercept the localizer in NAV and don’t hit APR until cleared to avoid accidentally capturing the GS and busting my assigned altitude. I’ve always had auto switch work without reverting to ROL, but I think I’ve always been on a vector in HDG with NAV armed so there was not a change in the active navigation source.

Here is something interesting to ponder relative the GTN Auto Switch and the GFC 500 interaction: ILS Auto Switch works with an ILS. I tried it with a localizer approach on the simulator and it works on a localizer also. However, the GFC 500 is set to APR for an ILS and NAV for a localizer-only approach. So, there cannot be anything "special" about APR since NAV has to work the same way. It seems that the logic in the GTN and GFC will always do the Auto Switch without reverting to ROL. According to the GFC 500 AFMS, if a localizer is the active navigation source, the GFC will "arm" if the CDI deflection is more than half scale and "capture" if the CDI is less than half scale deflection. So, I'm betting that if your are on a GPS leg and there is more than half scale deflection after you manually switch from GPS to VLOC that the GFC will revert to ROL and if there is half or less full scale deflection it will just smoothly capture the localizer.

Vy is the speed where there is the maximum difference between power available and power required. As the weight decreases, the amount of lift decreases and the required angle of attack also decreases which decreases induced drag. This has the effect of shifting the power required curve down and to the left slightly. However, the change is not great because the power available curve also has a slope and so the variation with weight is typically ignored -- maybe a 5 knots or less.

Don, during the HILPT when you are just using it as a course reversal and not going around the holding pattern a time or two the GTN does not suspend sequencing when first crossing the holding fix. As long as it is not suspended, it will calculate a VNAV TOD and descend on to cross the holding fix inbound observing the altitude constraint designated in the flight plan. It is only when remaining in a holding pattern with the sequencing suspended that VNAV will not descend to a lower constraint designated for a holding pattern.

I played around with this a bit on the sim. It will VNAV descend to an altitude constraint entered in the hold entry. Once in the hold it will not descend further even if the hold altitude constraint is lower. Unsuspending while in the hold will cause it to calculate a TOD and descend to the hold altitude constraint as it finishes the holding pattern and returns to the holding fix.

Ah, I see. You might talk it over with whomever will do the exam. If the avionics won't do it, it seems unreasonable to require it.

It's called a locking lever toggle switch. They are commonly made by any number of switch manufacturers. But, you need to know the current rating and the configuration. It's probably a SPST controlling a relay, but you should check it to be sure.

OK, but why would you want to do that? And, do you really want to be changing the navigation system at the FAF?

You are correct, Don. I have done other HILPT approaches and VNAV works. Just for fun, I entered a flight plan on the simulator with one leg between two VORs about 20 nm apart and set the aircraft position to the first VOR at 3000. I created a holding pattern at the distant VOR and entered an altitude constraint of 2000. The simulator set a TOD and VNAV arrived at the second VOR at 2000 and entered the hold. I believe the requirement as listed in the Pilot's Guide is that the leg type has to support an altitude constraint. So, if you cannot enter an altitude constraint in the flight plan, you cannot use VNAV. The altitude constraints on missed approach holds are reference only so VNAV will not use them (although you would not normally need VNAV on a missed approach anyway, so it's academic); perhaps there are other published holds that VNAV won't use.

I'm not clear what you are asking I tried the paths you listed and I can select/turn off SBAS systems and do a RAIM check on the simulator. I don't know how Garmin computes +V but it appears to use GPS without SBAS. This would work because it doesn't need precision-level accuracy. What I noticed is that if I turn off SBAS, the PROC catalog for an airport changes LPV approaches to LNAV+V. I don't think there is any way to disable +V. You can just ignore the GP and if the GFC 500 is in NAV rather than APR, the FD and autopilot will ignore it.

@LANCECASPER's picture appears to be from the Whelen website. The wingtip is different than @Ed de C.'s. I looked in the M20R & S IPC and it shows a wingtip like the Whelen picture. I don't know why this one is different. Aftermarket replacement maybe? Maybe another Ovation owner knows. That bracket on the original recognition light isn't the Mooney standard mounting. Someone glued a bracket to the light and attached the lamp with screws. Mooney used a spring clip on the back of the bulb to retain the lamp. Anyway, it's pretty clear that the recognition light will need to be mounted vertically because it cannot shield the nav light and be legal. It's fortunate that it fits because it would not fit vertically in the standard wingtip.

It was some quieter, but not a lot. The Mooney is not a quiet airplane to begin with.

I have no experience with this product. Mooney uses Brown Aircraft T-9088 with yellow 3M super weather strip adhesive (yellow) and that's what I used. This part replaces the older seal that had a yellow foam core that tended to deteriorate over time and compress and allow the seal to flatten. I called Brown and they no longer make the older foam-filled seal and consider the T-9088 a superior replacement. The most important thing about door seals is applying them correctly. The door to frame gap is not uniform around the door perimeter. Also, the door has a hinge at the front and latches at the top and rear to hold it tightly against the frame. The bottom is not held in as tightly in place and is harder to fit properly due to the door arm recess and this is where most leaks occur especially in the corners if the seal is not carefully positioned. The best way I have found it to remove the old seal and the right seat and the door trim and get inside with a flashlight and note how the door fits and mark it with a sharpie and then you will know how to place the seal once you get the glue on it. The 3M product has a reasonable open time so you can lift and reposition the seal if necessary to get it right.

I worked as a CFI in Anchorage in 1985 and my wife and I flew to Skagway and Haines and got stuck in Haines with IFR conditions and low freezing levels for a week. I worked in Ketchikan flying Part 135 in float Beavers in 2008 and 2009 and spent a lot of time scud running under 500 foot ceilings with 1/2 mile visibility in rain fog. One year another pilot for my outfit plucked a C-210 pilot out of the icy water when he got iced up headed for Juneau and turned around and ran out of gas a mile north of the Ketchikan airport. He was in the water for only about 15 minutes and almost died of hypothermia. The weather in SE Alaska is often bad, changes rapidly and there is a lot of cold water to fly over that if you go down, you better be wearing a survival suit and even then your chances are not good.

Going north we cleared at Abbotsford and Northway. Going south, we cleared at Whitehorse and Bellingham. Followed the US eAPIS procedures with no issue. Waited half an hour on hold for CANPASS at Abbotsford. Waited an hour in Northway for customs to arrive from the border (road construction held them up). Canadian Customs cleared us in person at Whitehorse because they happened to be there and Bellingham was uneventful. Just follow the eAPIS online filing procedures for entering and leaving the US and all goes well. US Customs will initially deny entry at Northway because they don’t want to drive the hour + from the border and will try to talk you into clearing at Fairbanks or Anchorage, but after a phone conversation they will agree. Fairbanks was out of the way and we were not sure the weather would permit going to Anchorage. Just tell them you only have fuel to make Northway - shortens the conversation. They will only meet you at Northway at 9am or 3 pm. There is a FSS at Northway staffed by Fairbanks FSS personnel on a rotating basis.

Get a vacuum hose cap from an auto supply store and put it over the nipple of the quick drain. If that solves it, you'll know.

Brown Aircraft T-9088 and 3M yellow super weatherstrip and gasket adhesive is what Mooney uses.

Assuming that is the problem, the diode will be on a circuit board within the annunciator panel and if your avionics shop still does bench repairs it should be easy to replace it. As people with knowledge of repairing legacy avionics have been retiring, and more of the modern avionics is not easily field repairable, it's getting harder to find shops that will repair stuff -- most of the money these days is in sales and installations. IAI made the annunciators for Mooney. They are still in business and I might contact them about a repair. https://www.internationalavionics.com/

First, I’m assuming that no changes were made to the fuel flow measuring system from the old engine that measured 18.5 and the new engine that measures 20.5 gph. If true, then it’s an apples-apples comparison and the original 18.5 is reasonable for a 200 hp IO-360. Second, if the fuel flow at full power airflow is off, I would be concerned that the wrong calibration chart was used. Lycoming sets the specs and there are several variations. Each calibration chart has I believe 4 calibration points. These are set by changing parts in the fuel metering unit while using a flow bench. You can check that you have the right injector. According to Lycoming SI 1532M, the IO-360-A3B6 should use an AvStar AV2524054-11.

I believe all Lycoming normally aspirated engines use the LW-18265 nozzles. That's a Precision Airmotive 2524864-2 or AvStar AV2524864-2.

Rich's @N201MKTurbo analysis makes sense. It's surprising that the truss gave out before the retraction tubes (which I believe Mooney calls bungee assemblies). FOUR truss tubes are broken pretty cleanly and near, but not at, the welds. I wonder if the truss was somehow compromised before the incident?