skykrawler

My understanding is that Lycoming had started to outsource some of the parts and had quality problems. This took a while to rein in. Supply chain issues started in COVID. They started building their own cylinders again but had production and quality problems (around COVID timeframe) during startup. Follow that up with labor union demands that seem to prevent expansion of the engine production lines and what you have is a limited capacity to produce, and a large back log. I get the impression demand is high. We're all paying gold bullion for oil filters and spark plugs - and V-band clamps. Many field overhauls get new cylinders. It's nice to be able to list you airplane with a Lycoming rebuilt engine - if you can stand waiting that long and don't mind spending the extra money. Does it make a difference? It might lower your chances of a problem, and how it is dealt with under warranty. Choose a shop you have faith in.

Hmm, work like fuel switches on Boeing 787s.

Are we are left in the dark as to whether the problem was resolved?

Looking at a diagram, flag connections on a KX155 are not shielded. The deviation signals are a lower level voltage than the flags. Flags are basically discretes (lo/hi) that operate a solenoid.

When the master switch is turned on the avionics relay is energized to TURN OFF the avionics. If there is any delay in that (avionics bus powers on for a moment) then the #2 G5 may boot into ADI mode. The avionics switch actually powers off the avionics relay to supply power to the avionics. You might try pulling the breaker to the #2 G5 and pushing it in after the master has been turned on and before the avionics power is on. It should stay OFF until the avionics is turned on.

In my '82J the back of the back seat slides off the base, the bottom cushion are on the floor in the hanger. The base of the back seat back folds down flat. I think the TLS does the same thing. You can load through the luggage door but you'll find it easier with a step stool to keep from beating up the opening while trying to tilt the bag while feeding it forward. Loading through the cabin door is easier, but then you have to negotiate getting the bag up and down from the wing without beating up the flap trailing edge.

Check your maintenance manual. You probably have two regulators with a paralleling connection. To eliminate the possibility the wire is bad check the field wire at the regulator. The regulator may shut down for overvoltage. You have no annunciator indications?

Actually, the 155 and 155a are a digital radios. The have firmware which is a pretty much software. I think a different indicator (OBS) is required for the 165.

Not the gear warning breaker. The manual extension lock will cause the actuator breaker to pop.

Every airplane I've flown is nose heavy when I try to land trimmed for 20kts above the landing speed.

Why do people insist on referring to the tubular frame as a ROLL CAGE? Makes me wonder what else they 'get' incorrect.

Been in there many times, although last was when there was a 'remote tower.' It's not class D, so its weird. I think there is a local controller in a temp tower now - no radar feed for them methinks. Lots of traffic so keep your head on a swivel - all the VFR traffic is coming and going out that NW quadrant below 1500 ft. Watch your ADS-B traffic (CDTI) and turn on your landing light.

Interior, left side, high above the 'eyeball' vent. There are others.

Later models did have discrete position control....and apparently have some failure modes. https://mooneyspace.com/topic/29414-flap-relays/

Balked landing procedures: King Air : full power, airspeed vref, establish normal climb when clear of obstacles: flaps to approach config , gear up when positive climb established, flaps up above Vyse. B737: power, Flaps 15, positive climb - gear up, then flaps on schedule with speed. B757: power, Flaps 20, positive climb - gear up, then flaps on schedule with speed. Cessna CE560: Max power, Flaps approach, gear up, climb at V2, V2+10 flaps up. Beech B58: prop forward, power max allowable, 96 kts, flaps up, gear up, cowl flaps. Cessna Latitude 680A: TO/GA button, throttles Take Off, pitch to 7.5, Flap Handle 2, speedbrake -ret, speed Vapp, positive rate gear up, above Vapp+10 and > 400ft flaps up. I see a pattern here. I believe the idea is to not raise the gear to protect against sinking to the ground when raising the flaps in a low energy state.