PT20J

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.

If you remove it, you can tell by the weight as stainless is heavier than aluminum. Also, some stainless is mildly magnetic and a rare earth magnet may be attracted to it. Both exhaust cavities on my 1994 M20J are aluminum.

The gear up and down limit switches are DPDT. One pole controls the motor and the other the lights. The logic for the gear unsafe light is NOT UP and NOT DOWN, so it could be either switch. It shouldn't matter if the gear is moving up or down, so it might be a one time thing. If it is repeatable, I would jack it up and check out the switches. They are sealed so there isn't really any way to spray contact cleaner in them, but sometimes that frees up a sticky plunger. The down limit switch has one set of contacts that make before the other set, so it might be the culprit.

If it's pitot/static related, it should affect both the G3X and G5. If it's moisture you could try pushing both pitot and static drains.

No. That's just at attestment to the effect that an airworthiness certificate was issued. The certificate looks like this and should be attached to the airframe in a visible location. If yours is missing you need to contact your FSDO to get it replaced.

That was my typo. With the prop full high, the governor should adjust the prop to turn 2500 in climb and cruise.

Oops, my bad; I meant 2500 not 2700. I corrected the original. Thanks, good catch.

I didn’t see anything in the C-F manual. Here’s the drawing from the J manual with the newer type steering horn.

If you have a mechanical tachometer, it's always good to check the accuracy as they can easily be off by 60 rpm. It's not clear why the prop full forward only turns 2460 in cruise. Does it turn 2500 in climb? The governor should keep it at 2700 in both climb and cruise.

I agree with @EricJ. The IPC is for identifying and ordering parts; it’s not an assembly drawing.

A quick search for CGI Federal turned up: "Unlocking the power of AI with CGI Federal: A digital accelerator for your agency. CGI has harnessed the power of artificial intelligence (AI) to create ..." Can't wait for AI-generated NOTAMS.

To be honest, I really don’t pay that much attention to it. George Braly told me that he thinks that all the engine monitors %power indications are inaccurate (except, of course, the proprietary one he developed for Cirrus for the Perspective )

The G3X %power indication seems pretty accurate LOP but may overestimate power ROP. The best way to be sure you have the same power LOP and ROP is have the same airspeed since the airplane doesn’t care how the power is produced.

One area of confusion with LOP operations seems to be sorting out theory from technique. What makes the engine go is pressure from combustion in the cylinders doing work on the pistons. For a given power (say 65% of rated power) the BMEP (Brake Mean Effective Pressure - the average cylinder pressure) is going to be the same independent of fuel/air ratio. The primary advantage of LOP is that it is more efficient - less fuel is burned per horsepower produced (this has the beneficial side effect of extracting more heat from the chemical combustion process as useful work so that less heat is rejected to the cylinder head). However, for the same MAP (manifold absolute pressure), more power (that is, greater BMEP) is available ROP than LOP. Another way of looking at it is that more MAP is required to develop the same power LOP than ROP. If you increase the MAP (airflow) LOP then the fuel flow must increase to maintain the same fuel/air ratio. How you do all this is a matter of technique of which there are several.

It's not really an issue. All it takes is a stubby wrench to torque the B nut. But, it's not a bad idea to check all the B nuts to make sure they are tight and I now put torque seal on them to make it obvious if any have loosened (they never have).

At the museum, we used to have the prop shop send us a crate.