PT20J

A rule of thumb is that a ground plane should have a radius of 1/4 wavelength, so that would be about 2 feet. A really simple test if you want to try enlarging it, would be to create a temporary ground plane by duct taping aluminum foil to the inside of the belly. Be sure it is well bonded to the existing ground plane.

That graph should apply to S/N 24-3000 through 24-3078 which, according to the TCDS, were the only M20Js that had a higher flap speed (126 KIAS) approved for 15 deg. All other M20J serial numbers only list a full flap extended speed of 110 KIAS.

The rod ends are Mooney parts - not the standard Heim type. Are you sure you really need to replace them? Usually the hole just gets a little worn. You might see if you could enlarge the holes for an AN4 bolt if it's really bad, but a little slop doesn't really hurt anything. The ball joints are available from Aircraft Spruce https://www.aircraftspruce.com/catalog/pnpages/05-07600.php

Very nice Greg. What did you use for the glareshield lighting? Skip

The microswitch on the throttle cable is adjustable. I would be surprised if the problem lies with the throttle cable itself. However, if that is the case, throttle cables are readily available from McFarlane Aviation Products. It may have to be made to order so it might take a couple of weeks.

Yeah, there's no tone for that. The GFC 500 has the following alerts: 1. Autopilot disengage tone 2. "Engaging Autopilot" voice alert 3. "Airspeed" voice alert 4. Altitude alert tone In a G3X installation, the GTN audio is not connected. The terrain, traffic, "minimums" and "five hundred" alerts come from the G3X. I think Garmin probably figures it's enough to flag the indicator as would happen with an analog panel.

I tried a little experiment today in my M20J MSE. Climbed to 5000'. Put gear down and flaps full down and set power to maintain 75 KIAS. Put the gear up and held altitude and the airspeed stabilized at 80 KIAS. Put the gear down and stabilized again at 75 KIAS. Raised the flaps to TO position (15 deg). Airspeed stabilized at 80 KIAS. So the drag from the gear and full flaps is the same. With gear up and full flaps and only me and half tanks, the airplane would climb at greater than 500 fpm with full power. So, I agree with @donkaye, MCFI: The simplest procedure for going around is gear then flaps.

George addressed paint damage and fuel tank sealant, but what about o-ring swelling? It's one thing to say that all the old Mooneys need tank reseals. It's quite another to say that the whole fleet needs all its o-rings replaced.

You beat me

It's described in detail in the service and maintenance manual.

There is a troubleshooting guide in the maintenance manual. You might check with Crown since Regal Air had a G1000 C-172 for many years and may have experienced this. https://static.garmin.com/pumac/G1000:EmbraerPhenom100_G1000SystemMaintenanceManual_LJ_VLJAircraft_.pdf

The late Ron Blum looked into stall spin accidents in the traffic pattern and found that they occur on departure far more often than base to final.

One point to keep in mind is that a spin is a combination of roll and yaw. It takes both to spin. You cannot control roll with ailerons because the wing is stalled. But if you use rudder to counter the yaw, the airplane will not enter a spin.

The Mooney wing leading edge is very sensitive to deformities. Mine had some hangar rash on the right wing leading edge about 2/3 out towards the tip that had been repaired and bondoed. The repair was barely noticeable. I didn’t notice it until I had owned the airplane for a year. But it always dropped the right wing at the stall break. When I had the airplane painted, the paint shop improved that previous repair and now it stalls wings level.

It’s not the airspeed safety switch if the override button didn’t allow retraction (I’m assuming that you used it correctly and held it pushed rather than momentarily pushing it). I would not allow anyone to fool with it as that just introduces more confusion. It’s not necessary to tap the brakes on a Mooney for proper gear retraction. With airplane on jacks, I would clean the plunger on the up limit switch as these sometimes stick. Power must pass through this switch to enable retraction.

It has an Acclaim Ultra that they've been trying to finish and sell for quite some time (see the website). I'm pretty sure if you wrote a check for $1.8MM it could be yours!

Personally, I would not be comfortable flying any airplane for which I was fearful of performing any private pilot maneuver. Repetition is what builds confidence, and I would want to get a competent instructor and repeat any maneuver that made me uncomfortable until I felt confident. The flight review provides an opportunity to explore the entire envelope of the airplane every two years.

Great Lakes Aero Products (GLAP)makes them for Mooney. You can order directly or from other dealers like Knots2. GLAP will trim them to size if you send your old ones. They are made of Lexan (polycarbonate). They crack if the screws are overtightened. Unless you have GLAP trim them, they will have to be trimmed to size and the holes drilled. It’s not difficult but it is time consuming. Lexan is softer than acrylic but doesn’t shatter and won’t crack as easily when you drill it. Still, I’d use a step drill for the holes.

100 rpm equates to about 50 fpm ROC.

Just check the rpm with an optical tach and if it is accurate the procedure to adjust the governor is to set rpm to redline in flight with the prop control and then land and adjust the governor stop screw so that it it just touches the arm. I’d remove the safety wire before the flight to make it easier to adjust the screw and then re-safety after a second flight to verify the setting.

I've never seen one. But the McCauley manual says within 100 rpm of redline. If the redline can be obtained in flight, then a low static rpm would indicate a lack of power from the engine. For McCauley governors, the high speed stop adjustment is about 25 rpm per turn.

It's the wrong report. Try this. Report_WPR26LA064_202183_1_11_2026 5_57_25 PM.pdf

You kinda missed the point. If it will work for such a small fleet, it will work for a larger fleet. The cost is irrelevant. Parts will cost whatever it takes to make the parts business successful. There will always be competition from used parts to keep a check on prices, but new will always be more expensive.

Well if you only pay $60 for an aircraft tube, it probably is garbage

There is a model for this. Cal Pacific Airmotive owns the type and production certificates for the P-51 and TF-51 and is also an FAA repair station. They do a good business servicing the warbird community. Need a part for your P-51? They can supply it or make it if they need to. Need your P-51 rebuilt or converted to a TF-51? They can do it. They have been doing this successfully for two generations. But, having once had the experience of trying to resurrect a failing business, I know that the financial overhang from previous operations can present an insurmountable cash drain.