Shadrach

Kevin is a great resource. I would definitely call him. He will be able to diagnose your problem and get things back in order for a reasonable price.

It is unlikely a hardline problem. Could be Servos, could be the head unit, could be hoses behind the panel. First thing I would do is some low speed taxi tests. Find a place where you can make tight turns. The yoke should bank in the opposite direction of the ground turn on either direction. If it does not, something is wrong. Next remove the soft vacuum hoses from the hard lines (red and green) at their couplings which are mounted to the left sidewall under the instrument panel. Verify both right and left side will hold vacuum. Next check the condition of the hoses behind the panel, they will likely be deteriorated if >5 years old. Not much left after that, but the instruments. The pilot valve simply shuts the system on and off. It pretty much acts like a vacuum operated relay. It is actuated by yoke mounted thumb switch or a panel mounted switch which when activated dumps vacuum at the pilot valve taking the system off line.

Not a broker thing? The main job of a broker is to facilitate communication and understanding which provides the foundation for smooth and satisfactory transaction. Individual owners and buyers don’t conduct Aircraft transactions on regular basis, which is the whole appeal of involving a knowledgeable, third-party that does several transactions a year. Misrepresenting equipment is unprofessional, regardless of how it may have happened. Can you imagine buying a sports car listed with an upgraded handling package and after the fact have the dealer say “well it was a window sticker issue”… “you had the right to put a micrometer on the sway bar before taking ownership, also you could’ve done some smoky burnouts behind the service department to verify that it had a limited slip differential. It’s not our problem you didn’t catch it.”

Your point is well taken. However, when a broker that was formerly engaged in the process becomes disengaged post closing, “working it out” becomes a long shot. To be clear, working it out might not involve restitution. It might be a simple “mea culpa” explaining where the wires got crossed and a plea for understanding given the thin margins. I would likely forgive that and move on with the feeling that at least I have some relationship capital stored away for the next deal and that the broker is an honest person. Every transaction requires establishing an element of trust. Not replying to repeated emails post sale is no way to conduct yourself if you are in a business that requires trust.

Maybe put vacuum to the system before tearing into servos. It could be the head unit, which is likely serviceable by https://www.porterstrait.com @Kevin Westbrook

Has it been confirmed that the removal of the 345 was in the log? Was there ever a 345 installed? I have bought many, many vehicles in my life through dealers and brokers. In most of those cases, online feedback from both sides keeps everyone honest. If a broker misrepresented installed equipment and told me to go pound sand because I had the right to inspect, I would accept that. I would then take a few minutes to carefully craft a feedback statement detailing the situation, including the original add and the broker response and then post it on every relevant media platform.

I don't plan for it as it's not a good practice. Nevertheless, I am sure it can be done.

I've never had a reason to do it, but I've little doubt that I could. next time you fly, trim for 90kias , flaps up and gear down. I think you'll find that the pitch attitude for level flight will be sufficiently greater than level pitch thus making a mains first touch down entirely possible, even if not a good idea...

Why would being close to sea level matter if you’re making 100%?

Could it be as simple as the sweep angle relative to the roll axis generates higher parasitic drag and higher AOA for a given pitch attitude? It’s pretty clear that at high AOAs a swept wing has more wing area (especially near the tips) at a higher AOA than a straight wing that’s perpendicular to the roll axis.

I think you meant under 100kts. And while it may not be as effective as with a swept wing, I am not sure that “little effect” is the correct term.

I come in at 1.2Vx but as I get closer to the threshold I’m closer to 1.1 descending with the wing unloaded, power off. If I’ve done it just right (rare), I use up the bulk of my energy arresting the descent and can feel ground effect cushion touch down as I run out of elevator. Almost no float. If I’ve done it less than just right, I float for 100’ or so.

To my knowledge, I have never scraped the tail on my F model but the tie down ring suggests that someone has. I have done many short field landings with the yoke hitting the aft limit right at touchdown. Is it possible that it has scraped without being audible/noticeable in the cockpit?

Sorry...Captain Literal misunderstood the transmission...

It's not quite that simple. Level attitude at what speed, weight, flap setting and CG? Even with the flaps fully deployed and the change in effective wing chord (straight line from trailing edge to leading edge), at reasonable approach speeds the level flight (not level pitch) attitude will still be positive enough to touch down mains first (but not by a lot while in ground effect). With the flaps up, nose up attitude will be even greater. Go do some level, slow flight with the gear down at 80kias or less and note the plane's pitch attitude. It will be significantly higher than level pitch attitude. Adding flaps will lower the pitch attitude at a given speed due to both increased lift, shift in center of pressure (aft) and effective chord change which changes the effective angle of incidence. There is a lot more going on in flight compared to simply observing the airplane on jacks. Bottom line - use the appropriate speed for the weight and configuration. It is indeed possible to fly the mains on well above stall in all configurations, but the slower the better. Nevertheless, while it is possible to fly the mains on with adequate energy to lift off again it is not best practice under most situations with the exception of formation landings were it is SOP.