PT20J

When I fuel like that, gas splashes everywhere.

Does the IPC list a part number and manufacturer?

When I took the factory class, Lycoming said the rebuilts are done to new limits and have the same warranty as a new engine. There are a lot of new parts: Cylinders, pistons, camshaft, lifters, gears. They try to reuse cases, and crankshafts, probably con rods.

IRAN = Inspect and Repair As Necessary. By definition, you can’t know the cost to repair until you disassemble and inspect. But, it should always be less than a new limit overhaul. Maybe closer to a service limit overhaul.

Makes sense. A bad field connection (at the alternator terminal, the brushes, or -less likely - at the regulator) will disable the alternator. Easy (inexpensive) to check.

When I had my custom panel done, I had the shop replicate the dimensions of the factory panel exactly including the rolled edge under the left side and higher straight lower edge above the power controls. This isn’t my panel, but mine (and the original) look like this. I don’t know if the larger vernier throttle knob would fit under the original panel design without modification but there does appear to be more space.

Wow. 3 years for a Lycoming factory rebuilt! When I did mine in the fall of 2018 it was 3 MONTHS! I know they got backed up during COVID and I know they had problems a few years ago when they brought cylinder head machining in house, but I would have thought they would have gotten ahead of this by now. It seems to be getting worse. Anyone received an explanation from Lycoming?

Old joke about the pilot saying to the controller, "You hear how fast I talk? That's how fast I listen!"

My two favorite airplane numbers I flew were a PA28-181 N222XT (used to check triple-two xray tango and never had a mix up) and a M20C N78888 (used to check in 78 triple-8 and never had confusion, either). Three in a row seems to work well.

I believe @EricJ is correct. Many of us have noticed after installing an engine monitor that the fuel pressure has a lot of wild variations in a M20J (maybe other models also). The Garmin EIS seems more sensitive to this than the JPI which may have better filtering. The analog OEM gauges don't seem to be able to react fast enough to display this variation. There are posts on vansairforce about this phenomena with the IO-360 in RVs. So, I think it's going to happen in any airplane with a Lycoming IO-360 and a tight cowl. I prevailed upon @kortopates to peruse Savvy data and he said it is common. The fuel lines in the engine compartment are all fire sleeved and thus well insulated. However, the mechanical fuel pump is not insulated and picks up conducted heat from the engine and radiated heat from the engine compartment. This can cause vapor bubbles to form in the pump. You can easily see this if you direct a heat gun to the fuel pump with the engine off and the mixture in ICO so that there is no flow. As the pump heats up, the fuel pressure will rise. Directing the heat gun at other fuel components has no effect. During cruise power operation, there is enough fuel flow to minimize vapor issues, and the RSA servo is designed to be insensitive to inlet fuel pressure variations and to separate fuel from vapor, so the vapor induced pressure fluctuations don't seem to affect engine operation. In my airplane, if I run the engine at around 1000 rpm on the ground for an extended time on a hot day the engine compartment will get hot enough to cause vapor and make the engine run rough. If I increase power to about 1500 rpm for a few seconds, it seems to clear it out.

I agree with @N201MKTurbo. Spraying stuff into electrical components (switches, connectors) seems to be a favorite shade tree mechanic trick. The connectors are designed to be assembled dry. Switch contacts are designed to be self wiping and have plating that is resistant to oxidation unless it is worn out. Also, many switches and relays are sealed so you can't get sprays to the contacts anyway.

I think it will be difficult to find a 3000 uF capacitor that is not an electrolytic. I believe you meant that tantalum electrolytics age better than aluminum electrolytics, and I believe that's true. When I was designing mil-spec equipment, we used tantalum capacitors exclusively, but they were in the sub -100 uF range. Aluminum capacitors are cheap, though. I replaced mine from my 1994 J because I had one of the early SureFly mags installed that had the cutout issue due to voltage spikes on 28V aircraft. It didn't help and I subsequently removed the SureFly. I measured the capacitance with a Fluke 115 DMM and both new and old showed about 3000 uF.

The caps in the sealed filter are much smaller. The external capacitor is 3000uF.

In that case then I agree with you.