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Hey guys! With particular deference and respect to @Minivation @EricJ and @Will.iam posts, I join the crew of those benefitting from this forum. Thanks much! I'll add a couple of cents based on questions posed in the hope it helps others to follow: 1) Before dismounting switch (as noted, it's a PITA), I would suggest repeated spraying of copious amounts (4-5 second blasts) of contact cleaner (I used CRC QD Contact cleaner from Lowe's). I removed my switch, but I think my problem may have been solved by simply spraying parallel to and either side of the vane. This would "flood" the switch housing and, while I am otherwise in complete agreement with Will.iam above, it must have gotten enough spray into the housing that it travelled down the plunger hole and ungummed whatever was stuck. As I had already removed it, I paid special attention to the terminals (which did not appear to be corroded), so it's possible that this did the trick, but I don't think this was it. 2) if this doesn't work for you, I used these custom tools: standard 1/8" driver with extension, bit adapter and 5/16" nut driver bit for the top screw/nut and 5/16 box wrench taped to a screwdriver for the bottom nut. Don't forget to mark your switch position on the leading edge and on the switch before you attempt to remove it! My fix did not require any further disassembly beyond removing from the wing and spraying with contact cleaner. YMMV. Nothing else to add to the referenced excellent posts. Good luck and let us know how you did!

Mooney probably doesn’t make parts under PMA. They will make parts under a production certificate. I would think Mooney will give authorization to Laser to order parts from Mooney’s vendors. I’m not exactly sure how that works from a regulatory standpoint. If the vendor’s parts are PMA, then there is no issue.

Hijacking the thread a bit - is this only true for Continental engines? Best I can tell on my Lycoming TIO-540 the breather is on the accessory case. Granted, in any case I loose any possible pressurization of the case by attaching the dehydrator at the oil fill tube because the breather is not sealed. My fluid dynamics knowledge is really rusty but I think the dryer air will still permeate the whole case, just less efficiently/effectively.

Dropped off this morning. Went over everything with the shop. Excited to see how it all comes together!

STC is good for my year Mooney, minor changes allowed with the STC. Install is about $4500 + incidentals. Im having a few more things done while it’s there. Just dropped here off…

The question I have is, are things structured so that Lasar can use the Mooney PMA for making parts?

To be clear, Lasar is not directly planning on refurbishing aircraft. That is a company called AEROCOR, which has been doing a similar thing with Eclipse jets. They will rely heavily on Lasar for the parts support.

Does anyone have a right side wing tip clear screen for sale for M20D?

Hey can i ask the cost of your AeroCruze install? I'm wanting to do this at annual

Where did you guys learn all this?! My middle school shop classes didn’t cover any of this and these days they don’t even have those limited classes!

If yiu have a scroll chuck, it will work. Or make a quick and dirty one from scrap wood to fit these. I'm not home yet . . .

Limited range of collet chucks.... Yep I know I should have made my own.

Service Bulletins are not mandatory for private use under Part 91. The no-back springs are very expensive to replace and do not have a significant history of failure over the history of their use in Mooneys, so most people don't bother with changing them. If your A&P insists on performing every Service Bulletin as though it's mandatory your ownership experience is going to be very expensive.

I'll have to ask the engine rebuild shop, it's out of state so I can't get a look at it easily unfortunately. I may suck it up and just order the plane power. It looks like it may be worth the money to not chase this part from others experiences I know the STC was with the logs as there was a separate folder of documents just for the conversion. I'll see if the shop can look it up, thanks for the guidance!

Aero Accessories (KVNY) is my go to place.

How did you get the approval? What documents did you supply to the FSDO? Would you be willing to share? (yeah, I want to install on my M20F...)

John, if it is determined you need one, LASAR was kind enough to donate one to the Mooney Summit Silent auction. At first glance, it appears it was not bid on and would be available. @toto is correct, your spring breaks, your next purchase is a ferry prop rental and some belly skins. (opps, my bad the 84 J is the year they put on the nicer one piece belly skin) What your really asking is it necessary to change out a part that isnt broke (yet) and of course the answer is It depends. The SB was put out for a reason, as these lil guys do break and do have a life of having their little tangs pulled on. If you decide to go for it, let me or Alex know and we can get it to you. Congrats on winning the Mooney Mover Tug! Another unsold item is a JPI Fuel scan 450 and a John Liskey custom painting of your aircraft. if anyone would like to purchase these great donations to the Mooney Summit to aid downed Mooney Pilots families, let me know, I know a guy who knows a guy and can get them to you.

No. If the spring fails, it takes out the emergency extension mechanism too. There’s a ton of good discussion on MS about the NBS.

I have a 1984 J model and our mechanic is insisting my no back spring should be changed due to a service bulletin. My reading finds that the bad batch of these came out about 6 years after my plane was assembled. So I should have a good spring. If the spring DOES fail, will the emergency lawn mower pull gear extend still work?

The yaw damper is nice. I'd put it in again. Maybe double-check your weight and balance? Was the plane weighed, or is it the product of 40 years of + and - by well-meaning A&P's? My former C model was almost impossible to load out of CG, from my memory. Where is your trim on a normal landing? If it's not nose-up and you find it very easy to flare, that's a sign you are running aft CG. If you are lots of nose up trim and still have to pull back hard to flare, that's a sign your W&B numbers might be wrong.

Over on Beechtalk, they are considered a requirement for the V-tail Bonanzas.

Just to be clear- the 500 Hr magneto check is an "Inspection" and repair and NOT an OVERHAUL, One doesn't need to spend the extra money for a complete OVERHAUL at 500 hrs They are two different procedures. One is much less expensive than the other. IF you can find a shop to do a 500 INSPECTION only. Some won't.

I had to modify one parameter on mine fr the vertical mode. I had to change the "Static Lag' number from 1 to 2 to remove a very slight bobbing up an down slightly chasing the altitude. Just one flight to check it but it seems better although I haven't had a perfectly calm day in weeks yet. Maybe this next week will give a good day for a real good check flight.

Does your engine have the mounting boss for the alternator? If not, there is a bracket that bolts to three of the case parting bolts.