FLYFST

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The M20J Advanced Training System (M20J-ATS) has RH brakes. Try searching for that. If you wish I can post the relevant pages from the IPC that will show the parts involved. You might try contacting Mooney Technical Support to ask if there was/is a kit available to install RH brakes when not originally in the airplane. Sent from my iPhone using Tapatalk

Thanks, does your IPC actually show the P6-24014 or 1EN1-S, and if does for which M20 model? Sent from my iPhone using Tapatalk

Thanks, the 1CH116-6 is the same on the M20J IPC. I am looking for an IPC page like you provided that shows the 1CH1-6 that I think was used in the E, G, and G Mooneys. Sent from my iPhone using Tapatalk

Hello Mooney family, Does anyone have an IPC that lists the Honeywell 1CH1-6 Gear Down Limit switch as a original or alternate installation? My understanding is that switch was used by the M20E and M20K, but I do not know if used in the J and other models in between. My IPC (MAN226, 2003) for the M20J lists only the obsolete Honeywell 1CH116-6 switch. thanks - Hank

Has anyone confirmed that the 1EN1-6 or 1CH1-6 limit switch is a Mooney-approved replacement for the Honeywell 1CH116-6 switch listed in the Mooney IPC? Best research I have found so far was from Skip (PT20J) who noted the 1CH1-6 is essentially the same as the now obsolete 1CH116-6, but that circuit specification stated that one circuit must close slightly before another, presumably to make the motor shut down before the gear light comes on, and the 1CH1-6 does not include that feature. I'm searching for a replacement to the Otto Controls P6-24014 switch that I have and while the 1CH1-6 seems to be viable, I am concerned about the circuit difference that Skip found in the following post.

Thanks for the research Skip! Sent from my iPhone using Tapatalk

Moon_Dog, I've had similar issues with my 1990 J model, and what worked out best was adjusting the switch stop (tab secured to the push-pull rod) so that it contacts the plunger face flat instead of at an angle. My A&P previously tried lubing the plunger with CRC contact cleaner with immediate results that did not last much. As a sealed switch, about the only place the lubricant could be of some effect is on the plunger, and that actually looked very good and corrosion free in my case. My switch appears to have been replaced from the original and it is currently an Otto Controls P6-24014 alternate part number in the IPC. When I called LASAR earlier this year looking for a Honeywell 1CH116-6 switch they told me that switch was no longer available, but recommended alternate part number P6-24014 (what I have now), and which in March 2024 was $1,152 new but out of stock. They also suggested using another alternate part number 1EN1S priced at $1,768 and one was available then from the Mooney factory.

Hello Skip, when you were researching the gear up limit switch did you by any chance also find an available alternate part number for the gear down limit switch? When I looked the Honeywell 1CH116-6 was no longer available and the alternate part numbers P6-24014 (Otto Controls) and Honeywell 1EN1S were very expensive ($1,152 to $1,768), but not in stock when I searched.

Confirmed! My serial number specific flight manual has no reference to an Alternator Switch, only an Alternator Circuit Breaker and separate Alternator Field Circuit Breaker; mystery solved. Sent from my iPhone using Tapatalk

My J is the Advanced Training System (ATS) version, so maybe that’s why? Just a WAG but really no idea why. Sent from my iPhone using Tapatalk

Just a circuit breaker for the alternator, not a separate switch. best - Hank

Thanks very much Skip, I was planning to disconnect the battery but had not thought about the spacers. Hank

Anyone have experience replacing the digital clock on the left instrument panel, located above the Master and Avionics Master switches on a late model (1990) M20J? I plan to replace the current MD-89 clock with another of the same make and model, so no changes to the wiring configuration. The back of the clock assembly is very difficult to access from the top of the instruments panel after removing the glare shield. The best way to access the clock appears to be removing the entire left mini panel by removing the two mounting panel screws (red circles) at the top and bottom, correct? The clock itself appears to be mounted with small nuts on the back of the panel securing the screws (red square) instead of blind screws, so pulling out the airspeed indicator for access to the clock, instead of removing the entire mini-panel does not seem a viable approach. thanks - Hank

Great, thanks, definitely same as mine.

The tubes I'm planning to use for the main gear in my 1990 J are 092-500-0 | G15/6.00-6 TUBE TR-20 / Straight Michelin AirStop. Can anyone confirm the picture from my J shows a TR-20 Straight Stem as opposed to the TR-67 or TR-87 angled stem? Thanks - Hank

Daytona Aircraft Services also has a shop at Spruce Creek (7FL6), Jake oversees that too. Sent from my iPhone using Tapatalk

I considered both before purchase and at the time decided to stay with the wet tanks. Neither solution is permanent and bladders have the added installation cost. Good luck with your bird - Hank Sent from my iPhone using Tapatalk

I have been using Savvy Analysis for many years and have always been very satisfied with the value they provide, their quick response to my engine analysis tickets and related questions, and their continuing efforts to innovate such as FEVA and now the borescope inspection guidance. Good luck with your decision - Hank

Nice, and no surprise there. His work ethic is great. Hank Sent from my iPhone using Tapatalk

Hello Mooney world. When the time comes to seal or repair your wing fuel tanks I highly recommend working with Edison and Wet-Wingologist East (KFXE) as the THE place to receive high value for your investment and excellent results! My previous PIREP was after Edison resealed the tanks in both wings in March 2016 for my 1990 J Model. In that PIREP I recounted my high satisfaction with the value delivered and results achieved. This update covers my recent warranty leak repair experience, 8 years later, during which Edison worked my airplane into his rather full schedule on a Saturday morning, charged me nothing the, and had the airplane ready for pickup by Sunday. If you prefer short PIREPS, you can stop reading now. Otherwise, below are additional details in the spirit of contributing to the knowledge of the Mooney community. After the initial, reseal the right wing periodically (and inconsistently) developed minor seeps in 2016 and 2019 in the same outboard tank area that would not last and I could not find the conditions to replicate them. In each case after discussions with Edison, I decided to postpone taking the airplane to him and continue to monitor instead. Edison was always ready to schedule the in-warranty repair without question. There were no signs of leaks between 2019 and late 2023. During the November 2023 Annual Inspection, my A&P/IA found signs of a small leak at the bottom of the outer right wing fuel tank, none evident on the outer wing skin, and we could not determine for certain if it was old or fresh. I called Edison, who suggested letting the airplane sit in the hangar with the right wing filled to where it could take no more fuel. After a flight that started with full tanks and included left/right steep turns and maneuvering flight, I topped of the tanks as suggested. After a few hours in the hangar with the right tank completely full the leak was evident in the area my A&P/IA found. Edison thought a sealant bubble at the top of the outer tank had broken and was allowing the fuel to leak when the tanks were left sitting and completely full, and that it would require a small repair. I confirmed this by draining fuel to where the fuel level was 1-2 inches below the fuel cap, and the tank did not leak after a day of monitoring. Following discussions with Edison, and setting a date for the repair, he called me back a few days later to explain the leak could also be coming from the fuel sensor gasket located on the vertical outer wall of the outermost tank. Before taking the airplane down several days for repairs, and the added cost of the trip to/from KFXE, Edison recommended that my A&P/IA replace the sensor gasket and check again. After replacing the gasket and topping the tank, the leak returned after a few hours. At this point I decided with Edison it was time for a repair, and we agreed on an earlier date than planned provided I could get the airplane to him the next Saturday morning. I flew to KFSE early Saturday morning and taxied the airplane directly to Edison's shop; Edison started work immediately; the airplane was ready on Sunday, 8 years after the initial reseal; Banyan Air Services towed it to their ramp late Sunday; and I picked up the airplane on Tuesday 4/9/24. My assessment is that the source of the inconsistent seeps in 2016 and 2019 was the same repaired by Edison in 2023, with the fuel just finding its way out to the bottom wing skin by the path of least resistance. Finally, fuel is expensive at KFXE, but Banyan gives a discount to Edison's customers, so I added the 10 gal minimum they require to wave some of the ramp fees, and flew the airplane home early Tuesday afternoon. The folks at Banyan were a pleasure to work with. With dry wings and in great appreciation of Edison at Wet-Wingologist.... Hank

Thanks! Hank Sent from my iPhone using Tapatalk

Thanks! Hank Sent from my iPhone using Tapatalk

Where are you located? Sounds like we should talk. Hank Sent from my iPhone using Tapatalk