WheelPantsOff

1981 and these were installed prior to my ownership sometime around the mid 1990s. I'd have to grab the manuals to be certain of the date.

At least 10 or 15 seconds, or at least the time it would take me to process the thought, 'I wonder if this is going to retract by itself or if I'm going to need to rock the wings a little bit' and 'I hope the rental car is at the FBO when I get there because it's a bitch to get these people on the phone.' If I didn't do something, who knows if it would have retracted on it's own. Excellent. I will look at that this weekend. Thank you!

Correct. SBS light is too dim to be meaningful. Even in the nighttime, it's of marginal utility. Yes, ADI. It seems to work as intended and no obvious issues. The left side retracting slowly happened during the runup and in-flight. I flew it for 6-00 earlier and that's the only squawk I have for it.

Good evening, I hope everyone had a safe and joyous Christmas and is thoroughly enjoying the holiday season. I think I have a vacuum leak and am wondering where I start troubleshooting or having the shop investigate. First, the SBS on the left side retracts significantly slower than the right side. Second, when pressing the extend/retract button, the pitch of the sidetone changes significantly through the headsets. I only have the idiot light on the panel so I can't say what the vacuum is actually pulling. The pump is about 5 years old and ~350 hours. Thanks in advance!

I did have some avionics work done on the airplane earlier this year and I want to rule that out, but I had so many issues with it, I'm having a hard time preventing that. They also allegedly gave me a IFR/VFR check out of it without any issues. This is mounted on a nearby bracket. I traced out all the lines and fittings that I could see and all the B-nuts were at least finger tight and nothing obviously loose. Is this diaphragm replaceable with a new celophane/rubber? It's surprisingly easy to access and it seems like the switches are still hard to come by.

Inches of water? I'm going to have to google that up. That's Greek to me.

Just did this. Gear started to retract at about 95 KIAS. Is the airspeed safety switch adjustable with the flatblade screwdriver protrusion (I don't know how else to explain it) facing towards the forward of the aircraft?

Beautiful. Thank you! I'd like to see if it's adjusted properly. I'm in the AMM on page 32-60-00-28 and see where it discusses adjustment and finding out where the trigger is set to, but it doesn't explain how to test that with a multimeter. Any insight would be appreciated before I start taking things apart.

Thanks, guys. I had a couple of people claim that they can be 'cleaned' but they weren't clear on what you were actually cleaning, and from what I understand in the part, it's a bellows with two lines connected and electrical connections. I don't know what you could possibly be cleaning. If I were to get the airplane on jacks, and manually push air through the airspeed indicator to test wheat airspeed the gear is retracting, do you know what direction the screwdriver turn raises/lowers the airspeed threshold?

Good evening all, My M20J started to act up on me where on the first retraction of the day the landing gear will not retract using the normal gear up sequence. I use the gear bypass button to get it to retract and then on subsequent retractions that day, there's no problem. I have no evidence in the logbooks that the airspeed safety switch was ever replaced. This is a 24-14xx S/N range airplane and doesn't have the squat switch. Other than looking at it physically to make sure nothing is obviously physically wrong looking or the connections have come loose, are there any basic tests I can do to start troubleshooting for my tech? I had a .411/.413 check performed in March and I assume they didn't goose the air during the test, but it's also too long ago for me to point to that as a contributing factor. Thanks in advance

Almost all of the annunciator functions were tested correct but I am having an issue with the Right Fuel Low annunciator. During test, it is not illuminating, and the fuel was run down to almost empty on that tank so it's not illuminating under a known condition either. Swapped bulbs and it's not the bulb. I'm still away and curious where I can send have the tech look.

During the avionics install, there were some mis-routed CB wires and a pin on the annunciator panel which is not used but was connected with a wire leading to a CB. Once the vendor started pulling CBs, when they hit one of them, the annunciator panel lights extinguished to what should have be in an engine-off, power on state. They're wrapping it up and hopefully it is ready for test flight and delivery shortly.

The problem has been solved and once I get a time to talk with the vendor, I'll post the results here in case anyone else comes across a similar problem.

He tested the momentary push to test switch and it passed. Not just that the button rebounded/sprung back to the 'off' position but also that the switch was working with a meter. I took his word for it, but if there's a test job card or wiring diagram that I could send him to be sure, I would certainly appreciate it. Thank you!

Good evening, I have a discrepancy where all of my annunciators are illuminated when power is applied to the airplane - battery or ground power - regardless of the position/condition of the system it is indicating. It recently had some extensive behind the panel work with a new GPS and transponder and I am half a world away from my wiring diagrams for the foreseeable future. In the interest of helping the shop out, any initial ideas or starting points to help them along? Thanks in advance!