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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.

I doubt you're even interested in a rationale rebuttal to your tirade, but I'm going to respond so that other readers that might have been 'swayed' by your hyperbole have a counterpoint to consider. The real answer, as usual, to this problem is not poor engineering, failure to take advantage of new technologies, or 'lazy poor excuses from engineers', but ECONOMICS. What is the volume and price of turboprop engines these days compared with GA piston powerplants? And, yet again, how many 'spaceship' car engines do suppose are built and sold every year compared with GA piston powerplants? Finally, given the testing and certification costs for aviation products, on top of rather significant development costs associated with a clean sheet design, just how long do you suppose the payback is going to be given the miniscule market volume of GA piston powerplants? QED

I was working on my headliner yesterday. I was heating it and then clamping it between wood blocks to press out some divots. It worked great except the epoxy I was using seemed to delaminate. On closer examination, the headliner was painted at some time. The epoxy was not delaminating, the paint was delaminating from the plastic. The epoxy was still stuck to the paint. Oh well, more sanding and more fiberglass cloth.

It was 55 years. Up until 1970 it was MORE POWER no matter what it takes. That was when you couldn’t see two blocks anywhere in LA. And your car was covered in soot every morning. Now you can see the mountains from the beach any time. So the environmentalists have achieved everything they ever wanted. But they have these big organizations put together with nothing left to do. So they are coming after our little airplanes so they can still be relevant.

Yep

Excellent point but its actually really nothing to do with with older Mooney's but weight. The longbody's especially are the easiest to lock up the wheels with their heavier weight/faster landing speed and beefier double puck brakes which can flat a tire immediately. With all Mooney's it's important to not touch the brakes immediately after touchdown since speed is till high and their isn't much weight on the wheels yet making them easy to flat spot if not flat them. Its important to initially slow down with aerodynamic braking where the savvy pilot holds the nose wheel off as long as possible and only applies brakes after the aircraft has slowed down adequately that the brakes won't lock up soon as you touch them. That speed varies by aircraft weight.

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.