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Hello , Thanks for the answers and help. I had an A&P look at the plane yesterday and we discovered that bolt was indeed from my plane. It was part of the alternator mounting bracket or a supporting bracket. Nothing serious but important to get right, nevertheless. Thanks, everyone!

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.

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!

Aero Accessories (KVNY) is my go to place.

Finally made it up to Half Moon Bay. Shot the approach and broke out at 1,500'. Had a great lunch and took off in VFR conditions to fly the San Francisco Bay.

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.

Yaw damper in a light straight wing piston single seems kinda silly to me

Have you flown one with a YD?

Hello All, I’m at the tail end of my nightmare annual (I hope) where I’ve essentially brought a plane back from the scrapyard at this point. Engine is due back from overhaul in mid to late October and trying to get the final pieces in place. 1968 M20G (680021 Serial) The MX is letting me source parts to try to save a little bit of money, but I’m struggling to find alternator brackets. The fall-back plan is to buy the plane power, but an overhauled ALY-8520 is about $800 so I’d rather take that route if I can. The alternator that was on the plane was a CarQuest Alternator which the MX won’t put back on the plane (pictured). All of the manuals I’ve looked at show the generator, not the alternator. It should be the same as the M20C (Lycoming O-360-A1D). The alternator overhaul shop I was buying an alternator from said they have a bin full of brackets but they would need dimensions and a photo to see if they can find the correct brackets in the bin. Does anyone know where the correct brackets can be found, or can anyone share their bracket images and dimensions? (Or have an alternator and brackets they want to sell? Can be a core. (also on the hunt for an overhauled oil cooler…) As always, thank you in advance!

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

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.

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'll try a heat shield, it certainly can't hurt and heat is just as likely as vibration. Thanks for the suggestion.

I really appreciate all of the inputs on this topic. The article about landing a Mooney reinforced a lot of what I have been told. My one "complaint" with GA aircraft ownership relative to this topic is the lack of "truth data" regarding the flight characteristics and OEM provided operating techniques (all relative to what I am accustomed to with military aircraft operations). I feel certain that the lack of data and recommendations is due to the OEM's concern for liability (not unfounded) if they provide detailed recommendations that someone claims leads to a mishap. Bottomline, missing this information leads us all to essentially acting as test pilots and having to discover for ourselves the "right answers." Unless you find a CFI that is experienced in your type/model/series aircraft, they may not have the capability to teach you safe techniques for your specific aircraft. So, relying upon the best data as recommended (POH) and the best "consensus" on technique, I went out to discover for myself some numbers. Here are the numbers I captured in my flight today (stall warning, Vso, 1.2xVso and 1.3Vso - all in MPH): full flaps (65, 61, 74, 80), takeoff flaps (68, 63, 76, 82), no flaps (74, 68, 82, 88). All of this data was captured at 3000' MSL, gear down, level flight, about 15" MAP and roughly 2500 pounds. Each stall was taken to a true "break" and not just airframe buffet (occurs about 2-3 mph prior to the break). First note is that the aircraft stalls in an incredibly predictable manner, no bad behavior (stall tone, then airframe buffet, then a nose beak with only a small roll off that is easily countered) and recovery is very controllable with almost no altitude loss. I then performed a series of circus landings using the technique recommended from the article: approach at 1.3xVso and cross threshold at 1.2xVso, idle power and a smooth roundout. No flap landing was not dramatic and when flown on the numbers above was very straightforward (resulting in the aforementioned higher nose up attitude), same story for takeoff flap (I can see why there are a lot of folks who prefer this configuration as their "normal") and full flaps was definitely more predictable and controllable using these numbers and this technique (however, as mentioned, it results in a flatter attitude but comes with the benefits of the shortest landing rollout). Conclusion, previous to today, I was carrying 4-5 mph more than necessary as I was flying at 1.3xVso all the way to roundabout. Slowing to 1.2xVso across the threshold was a game changer. Given the 13mph buffer between 1.2xVso and stall, I feel "okay" about this technique, but sure would love it more if Mooney had provided the test flight data and recommended techniques to go along with my test flight.... Hope everyone has a great day. Fly safe and fly happy!

Tell her that since you're in the front you need to gain 5 pounds and since she's in the back she needs to lose 5 pounds. Everything should be fine . . lol. Let us know how that goes.

Interesting. "taking over parts manufacturing at Kerrville and they have taken over the factory lease there. They’re implementing updated manufacturing processes". Didn't countless prior new owners and the Chinese previously tout that they were implementing updated manufacturing processes? November 2019 AOPA Magazine said "The Chinese owners invested heavily in modernizing production with new equipment and materials, " 2020 Aviation Consumer Magazine said If there’s a bright spot in any of this it’s that the Kerrville plant got a significant makeover on Meijing’s dime. When I last visited there in 2018, the old sheds had been reorganized, the parts manufacturing and tracking system had been upgraded, new production machinery had been installed and significant composite capability had been added. That alone puts Mooney in a good position to achieve its primary goal. LASAR "They’re implementing updated manufacturing processes" - Does that mean that they will no longer making hand made parts for our handmade aircraft? Don't forget that Don Maxwell posted on Facebook " I've seen the books, with the Kerrville overhead it cant make it making parts. Hard to say but its the truth. Hopefully Lasar's hat has a big rabbit in it. I wish them well as we all should." And "Mooney Phoenix" - trades and refurbishing old aircraft? Chinese news sources and the Kerrville Times reported back in 2013 that Meijing planned to "refurbish used aircraft for sale to other markets" and "carry out second-hand aircraft trading and renovation, focusing on Asian markets." The Chinese came with bags of money. I seriously doubt LASAR has any significant capital. They can't seem to replicate the manufacturing that LASAR did in California before their move.

Brett the owner of Lasar spoke yesterday, 9/12/25 at the summit and said they are taking over parts manufacturing at Kerrville and they have taken over the factory lease there. They’re implementing updated manufacturing processes and will be manufacturing parts in earnest going forward. I know there has been some negative comments about this deal but they are the only ones that stepped forward and put the money in the game. While some may interpret an increase in parts costs negatively, consider no parts availability. He also mentioned Lasar, as a Mooney parts dealer purchased close to 80% of all the parts Mooney sold into distribution. He also mentioned they would have direct and distributor sales channels. After listening to his presentation and engaging him afterwards my thoughts are a lot more positive. They also presented a concept called Mooney Phoenix they are working on where they’ll be taking trades and purchasing airframes and totally refurbishing them with all the latest technologies, interiors, paint and engines and offering them as an option for a “like new” aircraft purchase. It’s an interesting concept it will be interesting to see how it catches on. They are definitely investing in the continued life of our aircraft in a way nobody else is and the fleet will hopefully live on much longer with their investment.

Ok, this was a ridiculous post and I apologize. It’s obvious I misread the plug wires or it would not have run on one mag (3 cylinders). Even with my newly cataract free eyes, I can make mistakes. Good news is we had 2 successful hot starts. I’m reminded of a captain I flew with once who made a lengthy p/a to the passengers but mistakenly picked up the wrong mic and broadcast it on comm one. Before he finished he realized what he was doing and continued by saying to his audience of airline pilots “ I’m just going to hang up now and take off my headset, so make all the comments you want, I’m not listening “ Ya’all have a great day!

Mine goes in Monday for the AeroCruze…hopefully it goes as smoothly… -Don

Somewhere over South Carolina. Despite the appearance, this is not a lake, just summer haze and low clouds.

that us Vintage owners don't have the emergency release on our baggage doors, unless someone has taken the initiative to create and install one. When my door handle broke off, there was one other person at the airport, walking along hangar row, and he noticed me waving my hat out the storm window. Had he thought I was just waving Hello, it could have gotten interesting for me and my CFII, freshly landed after a total electrical failure and real-life emergency gear extension.

Seems like a lot less hassle to just fly regularly…

Yes. So, most likely the power comes from the battery to one side of the coil. Then a wire goes from coil to Master Switch, then to ground. If the Master Switch is Off, no current flows so relay is Open. Then you turn on the Master Switch, the relay coil sees current flow and closes relay. Avionics Master Switches work the other way. They are powered from the main bus, so with the Master off, no current to flow. Master On, Avionics Master Off, the power flows from the main bus, through the relay coil to the Avionics Master Switch. And the Relay Opens, so no power to Avionics. When you hit the switch, the current stops, and the relay closes and power goes to the Avionics. This fail safes the Avionics power. Not all aircraft are wired this way.

Here is an opportunity to exercise your superior aeronautical decision making rather than rely on superior airmanship if your engine driven fuel pump also develops an issue and ground your bird till you can get your boost pump replaced or repaired. Sent from my iPhone using Tapatalk

I usually pull the power to idle on short final. If I’m fast or high I will go to idle sooner.

If the pressure inside the intake valve is the same as what is outside by the injector you get leaking fuel out the hole. I didn't say the air cleaner was the sole cause but I listed it because a challenger air cleaner is less restrictive. I would think the ram air would be even more so. Your taking what I said out of context. Do you have any usefully information to offer?