201Steve

Pinging @EricJ and @PT20J

I wanted to run this by the group for feedback. My airplane is a 77 J the first year of its' production. It's in many respects, an F with aerodynamic changes. A lot of the internal changes to the J came in 1978. We've got the Voltage Regulator out of the airplane. It's a OECO 20082 with a fat cannon plug. When going to the Zeftronics cross reference list, it shows the R15300 for the J model. But, in a part number cross reference, OECO 20082 it crosses with a Zeftronics R1530b (listed under models for a M20F not an M20J). My assumption is that the model chart doesn't know the difference between a 77j and later years. It is also my assumption that the part number to part number cross reference is more important than the model list. It is a fact that the R15300 does not have the correct cannon plug. It is also a fact that the R1530b DOES have the correct cannon plug for my airplane. So, is there anything I'm missing that should concern me installing the "F model" version instead of the "J Model" version? Again, the direct part numbers cross correctly, but the model list doesn't look right (wrong cannon plug) for my very early J. I've affixed a picture of its' location for anyone in the future trying to identify the location of a voltage regulator in a 1977 M20J (it's under the glare shield, Right side, firewall).

Ayyyyyyyy!

I did 10 day IFR and boy was it a pile of work. I did nothing for 10 days but fly, eat, sleep. It really wore me out. This is one where they come to you and you put up their instructor locally. my experience was not great, I failed my first ride, but….. I would probably do it again. I got the gist of it down, went back to re hone the skills with a local instructor for a few flights, got it done. Someone like me with a very busy non-aviation work/life schedule, it made it much simpler to hammer out a lot in a little. Since then, getting the checkride out of the way, I have slowly worked to increase skills. Not shooting to mins or long time IMC right off the rip. that being said, my experience with the similar company was not good either. It’s a lot to dish out and all instructors are not the same!

121.5 let ‘em know to quit hitting pot holes and it’s time for a refill on my Diet Coke.

Good to know. Did they find anything unique or noteworthy?

There’s really nothing entertaining about watching some idiot jump out of a perfectly operable airplane. If it were an actual emergency there would be quite a bit of curiosity, how things were handled, good learning moments, etc but being that we all know it’s fake, there’s literally nothing entertaining nor useful about it.

What’s interesting about that is, presumably this wiring faux paus had been performed a long time before it presented a problem under your ownership. It worked incorrectly installed for many years and then one day it just didn’t.

I had terrible oil fouling problems after overhaul because the cylinders were redneck overhauled. Instead of resurfacing the cylinders with a real honing machine, they were simply scuffed up with a dingleberry brush on the end of a drill. Not all cylinder overhauls are created equal.

I talked to a FSDO guy about it last year and without actually telling me anything specific he basically said, there’s more to the story. Implying it wasn’t just an innocent inspection overpass. We’ll see

I talked to a FSDO guy about it last year and without actually telling me anything specific he basically said, there’s more to the story. Implying it wasn’t just an innocent inspection overpass. We’ll see

I talked to a FSDO guy about it last year and without actually telling me anything specific he basically said, there’s more to the story. Implying it wasn’t just an innocent inspection overpass. We’ll see

I talked to a FSDO guy about it last year and without actually telling me anything specific he basically said, there’s more to the story. Implying it wasn’t just an innocent inspection overpass. We’ll see

@EricJ do you know where the VR is on the 77? I’m pretty sure it’s on top of a small equipment shelf mounted to the side wall of the co pilot side, behind the panel. It almost looks like you have to pull it out from the top at the glare shield.

So, is that a long way of saying you had to replace the VR or was it a faulty wire or something?

This sounds terrible. Replacing the VR sounds a lot nicer.

Hello friends. Looking for some feedback on an electrical problem with a 77J. I went to takeoff today, all ops checked good on the ground, went to takeoff and got a voltage warning, reading 11.8 or so and a battery discharge showing on the ammeter. I came back around the pattern to check it out. Back on the ground I started fiddling with it, I pulled the alt field circuit, pushed it back in and the problem went away. Then, I went to takeoff again and during taxi the voltage started to actually spike, up to 15.3V as seen on my engine monitor. so it seems, I’m going from alternator totally offline, to getting over voltage readings. I think, probably the voltage regulator. Maybe the alternator, maybe a wire. I eventually got it stabilized again, took off, flew home and it only faulted once over two hours. A reset of the field CB in flight settled it back down. Any experience out there with similar?

I’m still showing a few flecks of non ferrous per oil change after 200 hrs on overhaul. Not really concerned with it unless I start seeing a trend of ‘mo flecks.

Yes! I also have the 77J (the best J as @EricJ and I have discovered) with quadrant. Your throttle just looks huge. Is that standard of some models where the throttle is longer than the others?

What is THIS @Vance Harral

It took the shop 3 test flights telling me good to go until this config was fixed. Goes to show, there are a bunch of little tiny details to follow to make it all simpatico. Good luck and glad it helped! Too many threads leave the outcome unknown, so I try to add in the findings later for this reason.

If you have the V3-3 the armature is not removable. It is integrated into the switch. If you have the V3-1 and the external armature (JV-5) like you have, yes I would agree.

Here is a photo of @ArtVandelay with the v3-1 and jv-5 I pulled up in another thread, just to tie these together. As Eric pointed out, the -3 has the roller inside the switch, the -1 and jv-5 combo, it's just mounted differently, but achieves the same thing. Another thought to toss around, I'm not sure I understand what value contact cleaner would do here. It's a sealed switch. You're not actually cleaning the contact. Your just cleaning the plastic part of the button switch, which I don't see being super effective unless the problem is simply the plastic rubbing against the plastic and causing a jam.

This makes more sense. Here is photo of the JV-5. It is represented differently on Newarks website.