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Plus: Where do the passengers want to be stranded?

Aircraft Spruce sells the Saf-Air valves, and they stock the parts for them too.

That is true. But the torque spec for an AN5 bolt in shear is low enough that crush damage is unlikely. I have seen the fairings all torn up around the bolt holes from the bolt being too loose; nosewheel shimmy then wrecks the fiberglass.

That mechanism has nothing to do with shimmy. It's to handle and damp landing loads. The shimmy stuff involves the shimmy damper, torque links, steering collar, all of which get owrn when shimmy is allowed to continue. Replacing it is expensive, and if the shimmy is not addressed, the new stuff...

That's it. A loose bolt will bend under towing forces, and while AN bolts are a ductile nickel-steel alloy that resists cracking, eventually they give up. Turning too tightly with the tug, especially a tractor tug, forces the steering collar up against its stop, and puts a lot of stress on...

That's it. #18 is a metering rod. It moves up and down through a hole in #8. As #13 goes up and down, it pumps fluid through that hole, in and out of #8. The thickened sections at each end of the pin restrict the flow at each end of #13's travel, damping the ends of the travel so as to avoid...

The weight will keep the strut from blowing out of the oleo cylinder if the torque links are disconnected, but it won't keep that bottom plug in the strut. Only the hollow pin is doing that.

Soon enough? It does no good if the engine quit first and the exhaust system has cooled off.

That bolt also holds the plug in the bottom of the strut, and has oil under pressure against it. You did release the pressure first, right? Now, an edit: some of those had a hollow pin retaining the plug. Yours might. Lucky, maybe. The bolt went through the pin.

This sure sounds like just another carb ice event. Pilots are far too poorly trained in the physics of carb ice, when to expect it, and how to deal with it. 600-foot ceilings mean a one-degree C spread between temp and dewpoint at ground level. You figure it out. I bet the investigators...

Check with the avionics shop re that. If it's OK, some good silicone dielectric grease would keep the water out. It's frequently used in other aviation wiring applications, but I'm not sure it's good around RF stuff. It would certainly repel the water.

Cessnas (and most others) have small drain holes in the belly. There should be one on each side of all the bulkheads. I usually found those holes all plugged with dirt and other debris, and frequently saw watermarks revealing that significant puddles had formed at times.

You still need to get that connector real clean. In the antenna end, too.

It might also be zinc chromate paste. Long gone now, but it was commonly found sealing stuff like windshields and windows and antennas. It's carcinogenic due to the zinc chromate in it. Ordinary solvent (like "Varsol") should clean it off. Harsher stuff could damage the coax insulation. DON'T...

Not an uncommon idea at all. This is the mount for a Franklin on an 801: It's called a bed mount. Now, a look at the Cessnas that had the Continental O-300, O-470, O/IO-520, and IO-550: 182. An O-470 mount. 185, IO-520. Pre-1968 Cessna 172, O-300 engine: IO-550: Now, back to...

That there. There could easily be a intermittent problem inside a contactor, for instance, that shows up again at a really inconvenient time and place far from home or even a mechanic. Proper troubleshooting avoids recurrent defects.

So now. tell us what makes the Viking as reliable as a Lycoming. Does it have dual ignition? Does it have electronic ignition and fuel injection with a backup module and a backup alternator and battery and bus? If not, what happens when the inevitable eventual electrical system glitch damages...

And without the details, we learn nothing. Be fair. Educate us. What defects were found?

Separate markets. The guys that want an auto-engined airplane will pay for it. The guys that are skeptical of them won't. In my experience, I would say that the Lycoming would have the broader appeal.

Lycoming published, in 2004, an SB regarding valve guide wear. The new guides in 1999 eliminated the problem, but there were and are still a lot of older engines with the old guides, and savvy owners and mechanics will know about it. Anyone that has a guide wear to the point that it cocks so far...