PT20J

They should be painted. I think the exhaust gases would likely be corrosive to aluminum.

Try hand flying a constant airspeed climb in turbulence and compare to the autopilot.

Preflighted a Schweitzer 300 just out of annual inspection and found bolts on all three pitch links missing cotter pins. Told the DOM he couldn't be my friend again until he replaced them. Always preflight these things carefully.

Wouldn’t a mast bump cause separation near the hub? This still from AvWeb kind of looks like maybe the whole transmission and main rotor separated together.

It used to be that the number of plies was specified. But nowadays, tire manufactures use "ply rating" to describe the tire strength and load carrying capacity of tires. The rating and the actual number of cord plies may or may not be the same.

The point is that airplanes are supposed to comply with the type design or an STC or some other data acceptable to the administrator. Otherwise, some FAA inspector or IA may quibble. I know an IA that used to refuse to sign off an annual if the airplane had the wrong ply nose wheel tire. If you stick with approved data, you will never have a problem. Regarding the data plate, Mooney would have some documentation showing the location and an email from Frank Crawford would settle the issue.

Sounds like it could be the o-ring around the shaft on the selector.

An ICA will have an Airworthiness Limitations section that is FAA approved. Only maintenance that is listed in that section is legally required to be performed under Part 91. It is rare for that section to contain required maintenance. An exception is the Powerflow exhaust annual disassembly and lubrication.

Use what’s specified in the TCDS and you will be fine.

Did you try replacing the bolts? Sometimes the bolt shank wears more than the hole in the ball.

It will depend on the serial number. Grounds will be shown on the wiring diagrams in the service and maintenance manual Vol 2 (or in envelopes in the manual if you have an old paper copy).

This is true. However, if the external GPS navigator goes down in a G3X installation, the GFC 500 will use the G3X internal GPS for aiding. For a G5 ADI, it is possible to install both the glare shield antenna for the internal GPS receiver and a RS-232 connection to the primary GPS navigator so that the G5 and GFC 500 will still have GPS aiding if the primary navigator goes down. Of course, this won't help you if the GPS system is down due to failures or jamming.

Lycoming says below 400 is good. Many back that off to 380. Personally, I see no advantage to lower CHTs and Ed Kollin’s logic about valve sticking has always seemed reasonable to me.

I'm not a big fan of the flame cones. They break down quickly (mine only lasted 500 hours after the muffler rebuild in my M20J). Worse, if they collapse in such a way as to block exhaust flow they can cause power loss. The purpose seems to be to keep more heat in the muffler (which is going to wear it out more quickly) in order to produce more cabin heat and carb heat (the latter is not an issue in an IO-360 and my cabin heater is plenty hot without them). My exhaust system is otherwise sound and I discussed it with my IA and we decided good riddance.

The GDL 88 is approved for interface by the GTN STC, but the GDL 39 is not.