jetdriven

The big wire going to the side of the alternator, check that for tighness at the end where it bolts to the stud. While you are there check the small wire going to the back as well. What happens is the nut on the stud gets loose, and the wire arcs to the post causing the alternator to intermittently not charge. Finally the wire or the post burns through and no more charging. We had a mechanic who installed it and didnt torque the nut. It started acting up (low voltage light at idle, going out during runup) after about 3-4 hours. It failed completely in 32 hours.

is that the one with two screws holding the cover on?

That schematic is from a 1976 M20F Service and Maintenance Manual. However the note on the schematic says its effective from SN 24-0071 and on, whihc would be a J model. Mine is configured just like that one, wire numbers and all. Its a 77 J SN 24-0162. I think yours will be very similar. I swapped out the transistors with MOSFET transistors, soldered them up and heat shrinked all the legs, then bolted them in and connected the wires. It takes a couple hours but worth it. Here is a better screen shot of the schematic. Holler if you need additional or more info.

The water in the tanks at that point is already frozen and may precipitate out. The only danger I think is clogging a screen with ice crystals. This brought down a 777 in London.

Check your output post nut on the alternator immediately. Ours did that and it melted the post and the wire off in flight.

Isoprtopyl alcohol and ethanol arent really the same thing.

so, 9500$ for a non-waas 430 installed. That 430 was 10K installed new and the 430W is right at 12K. which is what it would cost used. I just dont understand why.

OK then what about the install costs?

How much for the install? From looking on ebay etc the 430 non-waas are 5,500$. GI-106 indicator 1K. plus installation, 3k? so 9,500 installed. Sell your KX-155 for 1500$. So 8k$ for non-waas 430 laid in. 430W is 2K more, so 10K. bur new 430W installed is 12K, so how do you do it for less than new?

No its about the same for a J but dont give up. Use an elbow fitting to make the tight bends. Thats what we are going to do. I have two hard 90's to make, with elbows.

old 2N2016 info new 2SC5200 info I forgot the thin plastic wafer under the old transistors must be modified and reused. You cannot allow the rear of the transistor or the screw to make electrical contact to the mount.

You guys are in luck, seeing as how I managed to blow up both panel light transistors and the FM-01 fuses as well. The transistors get loose in the mount and the legs short out to ground, killing them. The old transistor on mine is a 2N2016 I bet yours is as well. This is a NPN silicon transistor. They are no longer available. I replaced them with 2 2SC5200 transistors, which are also NPN but the newer MOSFET design and 230V 15A 150W rated. An alternate is the 863-MJH11020G whihc is 200W. Bolt them up and dont forget the thermal paste underneath them, they transfer a lot of heat. Wire the emitter, collector, and base you are ready to roll. Cheap as well. From Mouser electronics, the same source for the FM-01 fuses, which I would guess you need 2 of as well. Here is some info in the photos.

Just a suggestion but if nighttime or crosswinds just rotate to the landing attitude (~+5 degrees) and wait for it to land. Too often people try to grease it on this plane doesnt respond well to that. Scott I agree I use full flaps for all landing except crosswinds greather than 12-15 knots. The flaps on these are pretty ineffective as it is.

Jerry, did you install a Davtron M803?

I'm exactly with you Jim. No wonder ourt planes true within 1 knot of each other. I do use both ASL Camguard and Corrosion-X as well.

Overall Craig, from seeing your 201 at Oshkosh you have a really, really nice machine. Worse problems to have I suppose.

1977 M20J has two Buss F-01 fuses mounted under two tiny gray screw caps in the dimmer. look at them.

They outght to pay for evacuation costs. You are basically working to protect the insurance company's asset for free.

http://www.aircraftspruce.com/catalog/inpages/sigmatek5000a.php it is 1800$ and has the built in slip ball to make it legal per FAA AC 91.75. If you have an old AI, You could put this one in the center of the 6 pack and relegate the old one ot the lower left spot where the TC is.

There have been several accidents related to the single mag. Most common is the mounting nut getting loose and the mag falling out of the accessory case. But also there can be crossfiring inside the mag causing both sides to fail. Impulse couple springs that break causing both sides of the mag to retard timing and lose power. Cam retaining screw being retightened without the proper new nut installed causing complete mag failure within a few minutes. Capacitor failure. The "single point failure" of this mag is not limited to the drive shaft, in fact the distributor gears are plastic. here is some more info. Statistically speaking I would guess it has a small deviation from the mean GA fleet accident rate as a whole but I can't find any accident reports due to a failure of a single mag in a conventional setup. Anyways, the D4LN-2021 mag what we have and for 4K it costs to convert it, it's staying there. But this is the one thing on our airplane I don't completely trust and I hope the last shop that did the 500-hour was a good one. If I could preflight only one thing, it would be the mag hold down nut.

I emailed the photographer. He only has one picture of my 201 but he also owns a ground up restored Beech T-34B.

replace the TC with an ai. There is an faa ac for that.

that and some kind of terrain mapping GPS.. Quote: Parker_Woodruff Hey Randy, Glad you're going for your instrument rating. I think it's a necessity where you are located.

26.5" / 2500 RPM is more like 85% power while ROP and unless he has an intercooler, the charge temps lower it further maybe to 75% power. If LOP then certainly the engine is not putting out more than 75% power; and Lycoming authorizes peak at 75% and below. I think his 13-14 GPH FF he is running quite ROP. LOP is cooler. As long as your injectors are balanced and you monitor every CHT. Thats the important thing. A JPI will serve you well. Quote: M20F I am running 23/23 which is about 64% power you are running 26.5/25 which is almost 90% power, I would be interested in seeing specific conditions (density altitude, CAS, etc.) that are getting you 160-165kts at.

I think if it compressor stalls thats basically reverse flow and the MP should decrease extremely rapidly. If it is just an exhaust volume A/R deal it would fall off gradually. I second Norman's opinion, I am a little leery running a M20J without a multi-point EGT and CHT with FF. A Turbonormalized IO-360 Lycoming is pushing the limits even further. More ways to ruin a set of 2,000$ each cylinders.