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I am troubleshooting rudder trim on 1990 Bravo. Worked fine on T/O and during flight, but when I tried to neutralize the trim for landing there was no response to panel switch, stuck in almost full left position for descent. My first thought was actuator failure, but the motor is fine. I was able to neutralize the trim in the hangar by applying power directly to the motor and it runs both ways. L limit switch is OK, R is inaccessible from the tail so I will have to find the time to drop the belly pan and get to it. Panel switch checked OK, but only the bottom half gets 24V on the common terminal. Unfortunately, I do not have the electrical schematics for the plane to chase this gremlin. Does anyone here have a pdf copy of the wiring diagrams to share? Any help would be greatly appreciated. Regards, Ivan

I have various tube/bungee assemblies for sale off a 1966 Mooney M20E. All are in good condition and look serviceable. Please let me know what your looking for and i would be happy to send over some more photos. Thanks! Control Tube 915007-001 Tail bungee assembly 740091-000 Rudder Tube 915007-015 Elevator Tube 915007-005, 915008-001, 915007-003 Landing gear bungee assembly 5609138-501

MSers: I inadvertently deleted the earlier thread. ALL the previous information was fantastic! I'll try to pickup where we left off … with what I thought I was going to delete (not the thread Between the B and C, rudder travel was changed from 18 +/-1 to 23 +1/-0 because the amount of (cross control) rudder travel required for crosswind landings was considered to be not enough. Aileron travel was not changed. This larger rudder travel still exists on new airplanes (so all the later short, mid and long bodies). The irony in this is that a rudder-aileron interconnect was added mid C (not at the beginning of the C models). It was stated that the interconnect was added for better lateral-directional stability. Although this would be true, it also stated that it was only effective for the higher rudder deflections. Using experience, it is possible that the rudder forces are light (and lighter more as travel is increased) and the rudder could hang when out that far (and cross controlled). Just a thought, but the interconnect would bring it back. In addition, the interconnect increases the forces required for crosswind landings. Let's get this party started … again. -Ron

I recently traded my M20K 262 for a Mooney Ovation3 with a G1000 system and an s-tec 55x autopilot. I am doing the waas upgrade in a couple of weeks. I have some questions for other Ovation pilots out there. I am now doing the transition training with my instructor. We spent about 5 hours working on landings, crosswind landings and some G1000 work. A couple of things I am wondering about what other Ovation pilots are doing. My instructor recommends trimming the rudder to the right on take off. I have tried this and it does seem better for takeoffs, especially on crosswind take offs and landings with the wind coming from the right side of the plane. Do other Ovation pilots do this with their ovations as a regular routine? I never used any rudder trim on takeoffs or landings in my M20K, I just applied right rudder on take off. On my first landing with the Ovation, while I was on final, a plane got stuck on the runway and we needed to do a go around. I leveled off, increased the throttle and began to climb out. I then retracted the landing gear. The gear went halfway up and stopped. My instructor noticed the landing light at the top of the panel come on. After taking the plane out of the pattern we found the gear circuit breaker had popped. He pushed the breaker back in and moved the gear knob to the gear down position. The gear locked down. Apparently, when I leveled off and increased the throttle I had the airspeed above 106 knots and you cannot retract the gear in the Ovation 3 above 106 knots. I understand the gear motor cannot take the force of retracting the gear above 106 knots. I never experienced this in my K model and retracted the gear a couple of times above 106 knots. I then made sure I was below 106 knots and the gear retracted normally. We did another 7 or 8 landings and I had no trouble with retracting the gear but I also was sure the airspeed was well below 106 knots. Has anyone else ever had this happen to them where they had gear stop in transit due to the airspeed being to high when the retraction started. I was surprised because I never had this issue on my K model. Any help or insights to the above questions would be appreciated. Thanks.

Watching this made me pretty uncomfortable.....

Hey gang, I am a new mooney M20j 205 owner. I took it in to upgrade the avionics and to get the gross weight increase done. When I went to pick it up I tested the controls. When the plane nose gear is straight the yoke will spring back to neutral when turned to the right but not spring back when turned to the left. If you turn the nose wheel to the right the controls are equal both ways. Is this normal? The shop did pull the rudder to balance it for the gross weight increase. They also resealed the tanks. Any suggestions to what would cause this or is it normal?

If this has been discussed already, I apologize, i tried to do a search on it. Anyone found a good source and installation method for replacing the seal at the base of the vertical stabilizer? Mine looks awful and is probably 55 years old... I would think with a new piece you could slide it under and through and possibly install it - anyone given it a try before? Thanks, Dwight

I have a set of 3" rudder extensions for sale. From Mooney or SWTA the extensions are $350.00...make offer