PT20J

How did you discover the holes were plugged?

The 327 bulb is a T 1-3/4 flange base bulb. I'd just search for lamp holders for that bulb and find something that works.

There is a interconnect between the ailerons and the rudder so any aileron displacement will also affect the rudder. No idea if this is what's going on but if the airplane is slipping it would indicate aileron displacement. I might check the rigging.

It's 12V. The connector includes series dropping resistors for 28V systems.

It depends on the serial number. You’ll have to check the schematic for yours. But, if you have transistors at the instrument panel, I don’t think you will have a controller in the tail.

It’s at the bulkhead between the baggage compartment and the tailcone in the tail.

The pressure on the top of the ailerons is lower than on the bottom so they tend to drift up slightly in flight. The rigging spec is 0 to 2 deg down to account for that, but I agree with @N201MKTurbo - if it flies straight I wouldn’t mess with it.

I only looked at one of these (the 2006 twin otter crash) and find your conclusion grossly misleading. The NTSB final report fully describes the right engine failure due to compressor blade fractures. It states that the fractured blade tips were never recovered and so it did not determine what caused them to fracture. But the investigators did find ample evidence that the pilot did not follow prescribed engine-out procedures and stalled and crashed impacting the ground in a near vertical attitude which led to the probable cause of the accident being attributed to pilot error. During a subsequent lawsuit, it was determined that a company that manufactured the failed components had used an alloy not meeting P&W specifications allowing it to sell the parts for reduced cost and had apparently somehow misled the FAA in order to get the parts approved. I would hardly have expected the NTSB to uncover that. https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR0803.pdf https://www.robbrobb.com/48-million-jury-verdict-for-wrongful-death-from-crash-of-dehavilland-plane

I was just quoting what the NTSB investigators that attended the same Lycoming factory class I attended a couple of years ago said was the primary way they determine engine state at impact. I don’t have any first hand experience.

Are you looking for the seal on the butterfly, or the seal between the flange and the air duct? If the former, I'd just buy some sheet silicone material and cut a new circle. If the latter, I'd look for some silicone bulb seal and trim it to the appropriate length and glue it to the flange.

The SI calls for applying DC-7 to the gasket. DC-7 is a release agent, not a sealant. It is likely intended to prevent the rubber gasket from adhering to the governor and spacer. EDIT: If you don't have DC-7, DC-4 will work.

The mags must be timed to the engine per the data plate. In your case, 20 deg BTDC. Did you check the actual timing or are you inferring 15 deg because of the label on the mag? The lag angle is the angle that the mag fires during starting which must be closer to TDC than normal timing or the engine will kick back due to the slower rotation when driven by the starter. 15 deg is the correct lag angle for 20 deg BTDC engine to mag timing. Only the left mag should have a 15 deg lag angle; the right mag should have a 0 deg lag angle. Mags should be serviced every 500 hrs.

That would indeed be interesting. Just for comparison, I made some measurements at the tail of my 1994 M20J some time ago: With takeoff trim, the elevator is aligned with the stabilizer. With full down trim, the elevator is deflected down ten degrees and the fin rotates back 4 deg measured at the leading edge With full up trim, the elevator is deflected up ten degrees and the fin rotates forward 2 deg measured at the leading edge The gap between the tailcone and the empennage measured at the bottom below the hinge is: 4.5" - takeoff trim 3.5" - full down trim 5.25" - Full up trim

The front trim gearbox where the trim wheel is attached drives a leadscrew that turns the torque tube that runs to the jackscrew in the tail. This leadscrew has the up and down limit stops attached to it and the trim indicator is driven by a Bowden cable that attaches to a nut located on the leadscrew between the stops. Thus, the trim indicator indicates the position of the nut between the two stops. It is possible to adjust the cable length to the indicator at this nut. If the trim torque tube is disconnected from the aft jackscrew and rotated before reconnecting, the stops and trim indicator will no longer agree with the correct incidence of the tail. If things are way out of whack, I suppose the tail itself would impose limits on trim movement since the hinge at the bottom can only extend so far and the jackscrew itself will have limits of fore/aft movement. The picture appears to show nearly full nose down trim and I'm surprised that if this did indeed correspond to a takeoff trim setting that that there would be enough movement left in the system to move the trim to both stops, but I'm not doubting you since I've never tried it.

Interesting. I’m home now and turned off WiFi on the iPad and it works on the LTE connection.

Later models have a light controller in the tail cone. I’m not sure what year Mooney started doing that. I’d just get the schematic for your serial number and start tracing connections with a DVM.

I use Verizon and I can access MS on my iPhone and iPad.

In this case, it would not help. The installation information does not describe the need to maintain trim position integrity after the installation.

This is the kind of situation where you should take the discrepancy list, separate out the non-airworthiness items and prioritize and group them because, as pointed out above, there are options and you need a roadmap for upgrades so your decisions work together. It's deceptively easy to piecemeal it and find out that the thing you bought last year won't work with the thing you want to buy this year. If you are willing to say what year and model airplane you have and publish the discrepancy list, I'm sure you will get lots of advice from the forum. Personally, I would ask the maintainer to explain each item and how they determined it needs to be done. For example, gear pucks have a specification in the maintenance manual and may well need to be replaced, but the shop should be able to tell you what they measured compared to the spec.

It's fairly easy to find gross trim setting errors on preflight of a J or before by noting the elevator position with the trim set for takeoff. However, K's and later have a different trim system and the elevator rests full trailing edge down on the ground because of the bob weight. You should still be able to ground check it by rolling the trim wheel from stop to stop and noting that the trim position indicator moves fully in each direction. Since this problem is pretty serious and seems fairly common, someone who had the issue should file a SDR with the FAA so it can post an alert.

Prop tips curl forward if the engine was making power on impact; rearward if windmilling. If the prop is stopped, a blade will bend closer towards the hub with less curl at the tip and blades will have asymmetric damage.

During installation of the trim servo, the shaft between the front and rear trim gearboxes has to be disconnected in the tail. If the shaft is rotated while disconnected, it causes this problem. The trim system needs to be re-rigged per the Service Manual. BTW, the easiest way to avoid this is to run the trim all the way to one of the stops before disconnecting the shaft and make sure its all the way at the same stop before reconnecting. The stops are at the front gearbox.

Not sure what you mean. They all are wired into the aircraft electrical system - they have to get power from somewhere.

https://fcxinc.com/why-the-aviation-industry-operates-on-400-hz-power/

Commonly available. Check Aircraft Spruce. Search for instrument lighting.