PT20J

That one looks well placed. Most common mistake is not placing it near enough to the edge of the door.

It seems pretty common for big bore Continentals to need cylinder work around mid-TBO. I don't know if Continental has improved its valve alignment issues or not. But a few calls to overhaulers should let you know. Sure, if you are on a budget, you can replace them on condition one at a time, but that's going to be playing a game of whack a mole and end up costing more in the long run. If you want to fly more than be in the shop, once and done is not a terrible idea. The problem with magazine articles and forums like this one is that they can cause us to worry about stuff that's not worth worrying about. Aircraft engine cylinders were designed to be replaced in the field. Done correctly by a competent shop it shouldn't be a big deal. Pick a good shop and don't lose sleep over it.

Per the IPC, the original M20J seal was a Brown BA-189-139. It had a foam core that deteriorated over time. Brown told me it is obsolete and superseded by the T-9088 which is also shown in the IPC. As Byron notes, the positioning is critical for these seals.

Mooney used Brown Aircraft T-9088 which is neoprene. https://www.brownaircraft.com/T-9088-Sponge-Rubber-Bulb-Seal-p/t-9088.htm @Gee Bee Aeroproductsmakes a carbon copy out of silicone.

Only fuel should drain out the sniffle -- it's purpose is to drain any fuel that accumulates in the intake manifold from over priming or from fuel percolating out of the injector system after a hot shutdown. Someone recently reported that the fuel pump drain was connected to the sniffle drain line on their airplane. The fuel pump drain is located between the diaphragms and will leak fuel or oil depending on which diaphragm fails. At any rate, oil from the sniffle line is not normal and warrants further investigation.

Cabin lights are powered by a fuse near the battery. Floor gear indicator light often burns out and goes unnoticed for some time. These may be unrelated to gear horn.

The RSA spec for leakage at idle cutoff is 5 cc/min max. The mixture plate is not a perfect valve. Some do better. AvStar servos have a tighter seal.

Are the “cabin lights” you refer to the annunciator and floor gear lights, or the overhead lights that illuminate the cabin?

I was talking to the owner of a large FBO/flight school/maintenance shop/avionics shop today. Turns out a lot of aircraft parts are made in Mexico. He’s already seeing price increases. At some point this will hit insurance if repair costs increase.

Clarence suggested attaching a length of tubing to the vent and blowing into the tube to pressure test the tanks. That’s what I do. It’s easy to regulate the pressure to avoid damaging the tanks.

I once asked the owner of BatteryMINDer about the difference between the Gill and Concorde versions and he told me Concorde requested a slightly different voltage. He didn’t think the difference was significant, but did what they asked. Concorde says that continuous operation an a BatteryMINDer might cause a small amount of hydrogen outgassing that could shorten the battery life. Given the long life many report getting from Concordes, often with continuous use of a minder, the effect is probably more theoretical than real.

I don’t think it matters much. The SB calls out Tri-Flow or petroleum jelly for the big ring and Tri-Flow for the small one. Petroleum jelly doesn’t last long. I tried EZ-Turn but it is too sticky. Lately I’ve been using Parker O-ring lube. I think DC4 would also be a good choice.

I’ve had my J outside during numerous heavy downpours and it has never leaked water even though the depressions in the caps fill with water. The Shaw caps have 10 year-old fluorosilicone o-rings that look like new. I keep them lubed. I do a pressure test every annual. I have no idea why some leak and mine don’t. But it is pretty easy to get the cap slightly cocked when closing it and I don’t know that it will seal in that condition, so I always check them.

https://mooney.com/wp-content/uploads/2020/12/SBM20-229A.pdf

How big are the holes? I wonder if a deburring tool would work.

A lot of Lycoming IO-360s do this. There are posts about it on vansairforce as well as MS. It seems that the factory mechanical gauge doesn't react fast enough to show it but the digital ones do. The G3X seems to be more sensitive to it than the JPI. I have pretty well tracked it down to vapor bubbles forming in the fuel pump. It doesn't seem to affect operation. If your servo has a very tight mixture plate, you may also notice that the residual heat causes the fuel pressure to rise off scale after shutdown as vapor forms and raises the pressure.

+1 for checking everything related to the seat mechanism and clearing the rail holes from debris. Replacing the rails should be a last resort. Since you are in Canada, you might want to consult with Clarence Beintema at Tri City Aero Maintenance, Breslau, Ontario. Tri City is a Mooney Service Center and Clarence is very knowledgeable.

Maybe @Jake@BevanAviation can help.

That looks like part of a Garmin audio panel schematic. As @MikeOH said, the arrows indicate inputs vs. outputs. The lines with no arrow should have an arrow at the other end of the line where it connects to another box.

That thread is 10 years old. I purchased a rebuilt IO-360-A3B6 from Lycoming in 2018 and it came with a LW15473 pump and it puts out about 27 psi. (BTW, the RSA manual states that the fuel injector works fine with up to 10 psi greater than whatever the aircraft manufacturer specifies for a maximum).

Frank Crawford should be able to look it up for you. If you just checked LASARs webpage and fund them out of stock (LASAR doesn't stock as much anymore) you might want to call them (or any other MSC) and see if the factory has them in stock.

Entry totally depends on the airport, nearby terrain, and other traffic. I do whatever is most expeditious without impeding others. I never have an issue with getting into the traffic flow in some reasonable manner to land. Taking off is a bigger issue at uncontrolled fields when there is a lot of traffic in the pattern as it seems no one wants to extend a bit to let some departures out.

I was certain mine are aluminum, but I may have been wrong. At any rate mine are painted and I'm going to have them repainted when the airplane goes in for paint Monday.

According to Goodyear, the Flight Custom III has 20% deeper tread than the Flight Special II. It also has two grooves instead of 4 and the grooves are wider. Goodyear claims this gives improved wet surface performance. The rubber compound appears to be different, also. https://www.goodyearaviation.com/tires/tire-lines.html I'm running Flight Special IIs now but will try out the Flight Custom IIIs when it is time to replace them.

Does it look like this? If so, you could call a MSC to see if Mooney has any in stock or check with places that sell used parts. Also, it wouldn’t be difficult for an A&P or machine shop to fabricate one using the original as a template thus creating an owner produced part.