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.

Wow. I don't know how you can run the altimeter up that fast and check it at the intervals. Just letting the altitude go down from 18000ft takes 9 minutes at 2000fpm.

I'm retired now and spend some of my time helping a local IA on annuals. Several of the airplanes are Mooneys, two are TLS. It can be a real shit show. Most owners are not hands on with their own airplane between annuals. Some don't even clean the windshield. A short list of things owners should do before sending their airplane for annual (from my viewpoint): Clean the lead and oil off the belly and wash the airplane exterior including the wheels, brakes, and wheel wells. Clean all the bullshit out of your airplane interior. Empty bottles, empty and full oil bottles, snack wrappers, crumbs, old flight notes. Don't leave your headsets in there. Remove anything in the way of removing the seats. Make sure your airplane has all the placards listed in the POH - they're required. No unmarked switches. Make sure your POH is complete and not falling apart, the weight and balance document is there, and any additional required accessory operation manuals (GPS, autopilot, engine monitor). Keep you AC records organized including the current list of complied with ADs and reoccurring ADs. Keep the continued airworthiness documents in a binder or folder - these are part of the aircraft maintenance manual. Generally, its a good idea to keep an inventory of the date and hours for the last replacement certain items: Magnetos, sparkplugs, brakes, battery, tires, avionics filter. Add turbocharger and tailpipe clamps for those turbo models. If you defer having things fixed, by all means expect the annual to take longer if you want them fixed then. Nobody wants to do an annual on junky, poorly cared for airplanes. They are viewed as a risk by the IA's.

Perform an open-circuit voltage (OCV) test of the battery (master switch off). It should have greater than 12.3v and if it doesn't you may have a problem with the charging system or battery. Do this test after a flight. What is the voltage on the system when the engine is in cruise with normal avionics on? Should be > 13.4v. If that checks out then look and the ground between the engine and the airframe. All the starter current must go through that ground.

Thumbs up for PalmDr - if you gotta keep it going.

I switched to Donaldson - didn't know Tempest was making them till I saw the guy at IA refresher in Richmond. To me, it's all about cleaner air going into my engine. That should reduce the silicone content in an oil sample.

Aft avionics mount. No Problem.

These seem to be new videos (weeks old) from a 'startup' YouTube channel. Deserves some thumbs up and subscribers. https://www.youtube.com/@winginit-mooney

Item 14 seems to have the labor rate off by a factor of 10 - turning a 1 hour item into $1350. Better check that total.

Snip: Conditions: just me in the plane (but it behaves this way with a passenger as well), full tanks (burning the left side first), 8500ft, WOT, 2500 RPM 8.5 GPH 117 KIAS These are curious numbers. I can only presume you have leaned LOP and then some. I don't consider my airplane particularly fast compared to some numbers reported here, but I just did a trip at 9000ft similar power setting indicating 131kts - but higher fuel flow. One thing that should be checked is to make sure the gear are fully up and the doors reasonably tight.