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Just bringing this thread back from the dead: Since I’ve been based at a coastal Florida airport (beautiful spot, but hot and humid) with my Mooney since 2020, I made a habit of replacing corroded or worn fasteners with stainless steel ones. The line for hangars are decade long and I'm on the outside tiedown. But the more I’ve read on this, the more I realize that cadmium-plated screws are actually less noble than stainless and closer to aluminum on the galvanic scale. Counterintuitive as it seems, that means cad-plated screws can promote less corrosion than stainless when installed in aluminum. Sure enough, I started noticing filiform corrosion forming around my fuel tank access panel after swapping the original screws for stainless steel ones. Does anyone have an experience with this?

You should definitely remove that strange avionics master setup regardless and return to a stock configuration. The legality of that switch install aside, it opens you up to a ton of issues, not the least of which are a complete avionics failure or back feeding into the main bus. Does that not concern you?

You sound/act like there are no and have never been any smart people anywhere working on this. Tell us why Thielert tried in 1999 and failed. Tell us why you have not mentioned DeltaHawk as a possible near term solution.

I would've kept the A220 if it fit in my new panel. It was a solid com radio. Never had an issue with it.

The hypothesis seemed to be .... IF the master relay is in fact off then the system is being back-fed via one of the attached components. But they would not have power if the relay was off without power supplied from somewhere before the master relay (because its open, right?). If true, pull each breaker in turn until voltage source is cut off.

So does the flaps….

The AUX and Avionics bus gets power from the Battery Bus which gets power from the Master (Battery) Relay. Do you have a problem with mice?

Yes, with one caveat- the KX-155 is well known for its reliability. Only time will tell if the Trig (or any of the very new radios, even Garmin) will match it going forward. My gut tells me the new designs will be as good or better than the older generation. The GNS-430 is now over 25 years old and still going strong.

Just like there are good and bad shops, there are good and bad customers. A good customer is engaged in the maintenance on their machine, without "standing over the shoulder" of the guy while he's working. He pays his invoices on time, and provides as much useful feedback to the shop as he can when an issue arises. I know there are lots of pilots (looking at you, Cirrus owners) who just toss the keys and say "fix it" but I try to work with my shop, as much as I can. Sure, there have been some invoices where I've questioned a couple of things, but it's either been cleared up by my shop, or they've given me a satisfactory explanation as to why something took a bit longer. That's the best approach moving forward I think. Just ask for 15 minutes of their time to sit down and go over your invoice, have them break it down line by line.

1987 Mooney M20J - N5801N This Mooney has been upgraded extensively. Virtually everything besides the airframe has been replaced/upgraded. It features a 100% glass cockpit (vacuum free) with active TCAD traffic, on board XM weather and STEC-55X autopilot. Lycoming factory remanufactured IO-360-A3B6, with Left Mag and Right Electroair electronic ignition. Powerflow Exhaust Hartzell “Top Prop” 2 blade propeller Fuel tanks resealed circa 2010 New Landing gear rubber discs and gear-over-spring 2023 LASAR upgraded nose wheel truss LED landing light LED tail beacon Artex 406MHz ELT McFarlane throttle/mixture/prop controls Aspen Evolution 2500 ‘3 panel’ system (new 9/2025 with 2y factory warranty) STEC 55X autopilot with auto trim and electric yoke trim, integrates vertical speed and altitude preselect with Aspen system Avidyne TAS-600 TCAS Traffic Awareness System JPI EDM 930 Engine Computer RC Allen RCA2600 LCD Digital Backup AI Garmin GNS430 WAAS GPS #1 Garmin GNS430 WAAS GPS #2 Garmin GTX330 mode S transponder with Extended Squitter Garmin GMA347 Audio panel, 4 place intercom and music input Aspen XM weather module Aspen Synthetic Vision Software Aspen AOA software Aspen Connected Panel CO Guardian electronic CO detector Skyradar ADS-B receiver Bose hot plugs, 4 places Hail damage in 2023 Remote damage history from early 90s, NTSB can be found online Paint & Interior in fair condition TTAF:6450, TSMOH: 2208, Prop: 2208 No Squawks, everything works. 10.4GPH 155KTAS ROP 9500ft Only selling to upgrade to Acclaim. $109,000

NEW BUILD of 8444/8442 tool We have available new skeletonized Aluminum gear preload tools. No rust, chipped paint and light. The torgue for preload on the vintage Mooney is called out as 280/130 max inlbs. That screamed overbuild at the original steel tool. See if you agree. $145.00 for the pair, free shipping in the States. Just trying to reduce the cost of keeping our old Mooney flying. Email keithn92kd@gmail.com

Look at your aux bus jumper at the top of your CB panel. When that thing breaks, all kind of weird stuff happens.

We still need to see those Rotax that match 200hp-310hp bands, say IO360 or TSIO550, Rotax made lot of competition and innovation 80hp-160hp band, however, they still short in 200hp-310hp band, they tried V6Cyl AeroEngine but no luck https://www.kitplanes.com/crystal-balling-what-will-rotax-do-next/ The problem now for GA is that they have a lot of money to make in multi-rotors or drones markets, so they will become another dinosaur in 80hp-180hp band. The Rotax market is the same as UL94 market (or UL91 or Mogas in Europe) with 80hp-160hp engines, these already have unleaded fuel solution even with Lyco or Conti, when it comes to detonation? There is a big added value from Rotax in 80hp-160hp band: being able to crunch 80-87 MON Mogas Autofuel with 10% ethanol and full of aromatics without vapour lock. However, they have not made any major discoveries to replace "100MON engines". They also have own detonation problems when running turbos on SP95, SP98, UL91, UL94, 100LL with octane rating from 80MOM to 100MON, their last service letters made lot of advisories on MP/RPM operating envelopes and choice of fuels... UL91 in Turbo Bristell, https://www.bristell.com/wp-content/uploads/2024/02/ADxC-73-SB-042_A-Fuel-Grade-UL91-avoidance.pdf MAP limits for SP95 and SP98 auto-fuels, https://share.google/zArSzOfzxGHFd7Ovt I am sure they have smart people to innovate but getting into the "real 100 octane market" is not a walk in the park: my understanding, they are going for twin engines market with 2×160hp rather than 310hp single engine market while consolidating their position in 80hp-160hp, especially with drone applications (zero incentive to try anything else).

Oops, I missed this, sorry. Anyway, Matthias has already mentioned the important topics. One more thing to be considered is licensing. The dreaded EASA dual papers requirement may apply if you move your residency to Berlin but I‘m not sure.

The new system seems to be working pretty well. Thanks @mooniac58

Yes of course that’s the real problem. But that IS an engineering problem! What did Musk do with SpaceX really? Did he find a new market and some new economics to make his company viable? No. He figured out all the waste and poor engineering of legacy rockets and found solutions that made his rocket better and cheaper. And now they dominate. If either Lycoming or Continental had someone like Musk, willing to and capable, that would seriously look at what upfront capital investment is needed to design and build engines much cheaply and better, they could recuperate that investment once their engine became the dominant product. I know it’s possible to do! It’s a fact! How? Rotax! And maybe now Adept! But it’s of course much much easier and safer to milk the cash cow for as long as possible. (and I apologise for the emotionally charged style of writing, but this issue really pisses me off)

Just extremely disappointed with bullshit. You Americans have no idea how much worse it is here in Europe for light GA. I’m seriously questioning whether or not my plane will be able to fly after the AVGAS extension until 2032 passes. I lost all motivation to put any upgrades into my plane or do any facelifting and it desperately needs both. And it’s all because of this bullshit. I mean look at what SpaceX accomplished in just 4 years at Starbase, and we can’t get a reliable high powered engine running on less than some prehistoric fuel?? While there are Billions of cars on the road? Laughable. Well it would be if it wasn’t so sad.

Well, the you can buy a TX56A new in the box… and it’s only 1.3” high. I removed Narco equipment, and it’s sure better than the Comm 120 and Nav 121/122.

Better than the KX-155?

If I'm reading this right, you say you can run the flaps with the flap CB pulled???!?!?? Something is seriously wrong if that is the case. I can't quite form a mental schematic of how your NON-STANDARD avionics switch could play into this, but it sounds like you are backfeeding both the master relay and the flaps! Uh, maybe TWO exceptions! And, both are pretty BIG FLAWS, IMHO! Despite your 'preference' for leaving the avionics switch in place, you might consider at least temporarily disconnecting it and seeing if these two 'flaws' go away.

But they could run at 2700 rpm damn near forever 8), 3500 rpm, 4000 rpm??? there's really no reason you need to run at wot unless you want like 400hp or soemthing

Truer words were never written! I grew up in the 'burbs of LA during the peak years of smog; it was BAD!! I'm talking 1 mile visibility due ENTIRELY to the smog, not weather (well, ok, an inversion was responsible for the really bad days!). Your eyes literally watered from what was likely sulfuric acid from the sulfur dioxides dissolving in the moisture in your eyes! It actually hurt to breathe in deeply; no joke! If you haven't experienced it, it's hard to understand how bad it really was. The problem was solved by the advent of EFI/O2 sensor feedback and catalytic converters. The latter is the real reason lead had to be eliminated; lead ruined the catalytic converters. Back then the lead emissions were the least of the concerns for smog. I.e., lead elimination was just a beneficial artifact of solving the smog problem. As you say, the big government organizations MUST survive...particularly, the SCAQMD (South Coast Air Quality Management District), a Taj Mahal government organization and edifice if there ever was one! However, they did manage to perform a study (which I cited somewhere in the 50+ page G100UL thread) of airborne lead levels around Whiteman Airport (KWHP) and found them to be no higher than anywhere else in the Los Angeles basin. Furthermore, the measured levels were many times LESS than Federal EPA levels! So, yes, they are coming after our little airplanes that emit minuscule levels of lead under the guise of "NO amount of lead is safe" and the standard fear-mongering of "save the environment" and "it's for the children." This is a politically created 'problem' that is forcing an expensive and sub-optimal 'solution' upon us. Yeah, IMHO

I replaced my KX-155 with a Trig panel mount. Best straight NAV/COM radio I’ve had.

If it is so easy why hasn't Rotax developed a 6 or 8 cylinder in all this time? Why is there nothing above 160 hp? Modern car engine....solid block, unleaded fuel, synthetic oil.... Oh and they don't run for hours on end at WOT....they would not last long.