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So parts , labor and STC what is cost?

The cool kids were in Tampa at Peter O Knight field (KTPF).

I have NO idea. I know that I am 15 degrees LOP on the richest cylinder. I will check on my next trip

That setup is not uncommon with one electronic ignition. Just installed a Surefly on my 252. We put it on the right side. The left is the original Slick with impulse coupling. It sure starts smartly. I plan on replacing the harness with a Maggies and will have the SF fire bottom plugs and the mags the top ones.

Anyone have a link to the STC? Not able to find it on Duncan's website. I am trying to verify if the STC covers the 66 F model. If so, does anyone know of good installation shops in the eastern US region? I'm located in VA.

Until you have it. I remember a flight in a friend's Cherokee 180D. I was flying from the right seat. He started muttering and cussing under his breath. I asked him what was wrong. He commented that I flew his airplane almost 4 knots faster on the same power setting. I am glider, tailwheel and helicopter trained and certified. I use the rudders.

If there is a TFR and you are not involved in it, you are restricted.

TO PROVIDE A SAFE ENVIRONMENT FOR THE FIRE FIGHTING at the very top kind of says it all. What else do you need to know?

Gust lock sold

I get the point of the TFR, I guess my complaint wasn't clear. The TFR posts no useful information, i.e. what are the restrictions without referencing the CFR which basically says all aircraft are forbidden, unless they are approved.

Found this on the ACI website. They must have received complaints/questions about how to get the tube inserted in breather tubes with big bends and ice holes further up the tube. Looks like a reasonable solution for the issue: https://flyingsafer.com/shop/ols/products/2065-2-folley-cath-adapter-kit I may give this a try. A Foley is pretty durable, but I wonder how long they expect it to last before needing replacement.

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.