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It's recommended to balance a prop (and the engine too, by default) at the commonly used cruise RPM. Only because that is where the engine spends most of its time. Whether that is 2400 or 2500 rpm, makes little difference.

Exactly now the mystery how and why its back feeding the buss providing power to half the panel . Especially with master off hes able to run the flaps up and down as soon as we unplug the dome/clock fuse plane is normal. Its no trigger the relay its literally back feeding via that 18guage wire so bizzare.

Got some new photos before/after my flight yesterday:

I’ve had good luck using fiberglass cloth and PVC pipe cement. It melts the fiberglass cloth into the abs plastic. I do this on the backside of the trim to add strength. I then use some pvc putty to fill the larger cracks on the front side. Sand and then paint and it looks like new. Lee

I like the Trig radio. I have one in my Citabria along with a Garmin GTN 650. The Trig audio is better than the Garmin radio. The trig is remote mounted and tied into the PS engineering intercom/com. Lee

I’ve been involved in blade balancing aircraft since the “mid ‘70’s on everything from big helicopters to my own Mooney. It extends component times and provides a smoother flight in most aircraft configurations. My Mooney’s 0-360 Lyc was never the “smoothest” running engine ever designed; dynamic prop balance is about the cheapest way to extend TBO of your components IMHO.

That inline fuse is for dome light and panel clock. Clearly on the schematic.

@Freddb34, this is very correct. The best way to stop is to cross the numbers at the right speed. I don't use my brakes until slowing to 50 mph.

let's be honest, these problems would've been sorted long ago if the money was in it. heck there was too little money to change fuels for 50 years only happening now due to threats from congress. current environment, someone pay enough i bet we coudl get rid of those threats atleast for another 10 to 15 years

It looks as though you are doing well with your landings, which is a good thing as many new Mooney pilots tend to land too fast that can result in more than a bad hair day. You may already may be aware, but be mindful of harsh brake application as older Mooney brakes tend to be sensitive if applied too hard that can result in flat spotted tyres. Congrats and enjoy the ride.

There has been so much trouble with the "new tech" Lycoming iE2 TEO-540 that Tecnam switched to "old tech" Continental GTSIO-520 engines. Reportedly Cape Air retrofitted engines. Continental GTSIO-520-S ready for P2012 installation | Magazine | Business Air News Tecnam offers Continental engine option for P2012 Traveller and Sentinel series

Sorry, I just meant if the FADEC was available for the IO-360 as an STC add-on I would consider it.

Speaking of "detuning". Isn't that what Lycoming did when they changed the 200HP IO360 to 20BTDC from 25BTDC? Wouldn't that potentially give the Detuned engines slightly more latitude in detonation?

In factory configuration, the avionics master is "on" by default meaning if its relay fails, the avionics stay on and won't turn off until the master goes off. When you flip the avionics master switch to off, the relay triggers and severs the connection to the avionics bus. You know the relay has failed when you try to power off the panel but it stays on until you turn the master off. If your avionics master relay in the tail fails, do your radios, flaps, lights, and gear continue to work? Or does your entire panel go dark? Where would you look to find the answer to the question, if you don't know?

I would prefer leaving as is and just learning more about how everything works. It’s been flawless with this one exception.

If it were my plane, I would want that extra relay and 3-way avionics master switch removed and everything returned to stock configuration. There are reasons and failure mode considerations it's done the way it is, and what you are experiencing may be one of the reasons the factory didn't include the option to turn on the avionics with the master off in the first place.

Yup, leaning heavily towards that in line fuse. Thank you!

Sounds like if your 3-way avionics master switch were to fail or have an internal short, it could be back-feeding power into your master relay or your panel, depending on how they wired it. You know something is back feeding power, and it would have to be either the fused line you sent a picture of, or your non-stock avionics master relay.

Just a relay for the avionics master. It’s connected to a three way switch in the panel, UP only works when the master is on, middle is off and down powers the avionics even with the master off.

I have a similar inline fuse. In my plane, it connects directly to the main power line coming off the battery at the master relay, so it is always hot, and runs forward into the cabin. It therefore provides always-hot power to something in the cabin, though I never figured out exactly what, or if it's even still connected to anything. I would expect it to be something like a clock or cabin light that you would want powered with the master off. For what you describe, I am still suspicious of the mystery 3rd not-stock relay mounted to the aft of your battery without any terminal covers. Someone has done something non-standard with your wiring. Does that relay send any power thorough wires forward into the cockpit?

Do you have a SureFly mag? They require a hot lead per the installation documents, often taken from the master relay..

Put the brand new relay in, same behavior. What we found was with the master power off but still getting power to the panel, pulling the FLAP cb killed the power. With no power going to the panel, inline fuse in, flap cb out, we can still lower the flaps. That is bizarre. Does anyone else have this inline fuse on the master relay?

Congrarulations. When you can, post some photos.

Yikes. Having a bad day?

there are two of them on the Tecnam P2012 twin that was purpose built for Cape Air, to replace their aging Cessna 402's.