eft

It did damage both, I just wondering why a mechanic would think it would be ok? Unnamed mechanic in Nevada.

Is there any circumstance where it would appropriate for a mechanic to use unmetered shop air to test the operation of the gear bypass switch?

The rest of the story: A single point of failure A loose connection between the gear continuity circuit and the main bus bar (a screw had fallen out) was the root cause of ALL of these failures: Gear that would not extend or retract, annunciator lights that would not illuminate (except for the gear safe and unsafe), and the weirdness of an avionics master switch appearing to be defective (yes, we understand the fail safe nature of that circuit.) A hearty "hats off" to the crew and LASAR's new repair facility in Prineville, Oregon for sticking with this to find the solution, collaborating with the owner (me), my home base maintenance shop in Cincinnati, OH (Whitewater Aviation), and other experts. Whew! If you're ever looking for Mooney Service Center you should check these folks out! Prineville's a great place to visit, tons of "outdoorsy" things to see and do see, close to mountains, rivers, canyons, and Bend, Oregon's Deschutes River (anyone say fly fishing?) Bonus tip: Check out Wild Ride Brewing in Prineville (also locations in Redmond and Bend) which has some really great beer, a great family atmosphere, and resident food trucks with something for everyone.

Update: Sure enough, the radio master relay is broken and we're getting a replacement. Gear is still inop and tracing wires to see if there's a bad connection that might also have caused the radio master relay to quit, fry, etc...

Thanks for the additional feedback! Responding to the multiple comments: I have owned and operated this airplane for 27 years and prior to that it was based in Texas and New Mexico. My home base mechanic (who has been assisting with troubleshooting) has maintained the aircraft for most of those 27 years I have a Mooney Maintenance Manual and Parts Catalog and have been referring to them frequently. I have reached out to the avionics shop that did the most recent work (GTN 650 and CGR 30P) for schematics when they did these installs in 2013 and 2014. This is a 12v serial # 65 airplane The airspeed safety switch has been tested and is operating properly I have made copies of relevant sections of the electrical schematic and traced everything. The shop will get that in the morning.

Thanks for the additional feedback! Responding to the multiple comments: I have owned and operated this airplane for 27 years and prior to that it was based in Texas and New Mexico. My home base mechanic (who has been assisting with troubleshooting) has maintained the aircraft for most of those 27 years I have a Mooney Maintenance Manual and Parts Catalog and have been referring to them frequently. I have reached out to the avionics shop that did the most recent work (GTN 650 and CGR 30P) for schematics when they did these installs in 2013 and 2014. This is a 12v serial # 65 airplane The airspeed safety switch has been tested and is operating properly I have made copies of relevant sections of the electrical schematic and traced everything. The shop will get that in the morning.

Hey Mooney owners, my problem is running deeper. First some context: The problem began with failure of the landing gear to extend (used emergency manual extension). All systems associated with the gear have been confirmed to be operation properly and the gear problem was resolved and the gear operated UNTIL it wasn't and broken wires on the "gear override switch" were found to be loosely connected. These were repaired and the gear still doesn't operate. Bummer. Working on that issue we discovered that with the Avionics Master Switch in the OFF position, the avionics turned on. That led to the replacement of the switch with no change. Bummer. I think that a replacement of the Radio Master Relay is the next step. And, we also discovered that the panel annunciator lights would not illuminate in the TEST mode or in a "right low fuel", "left low fuel", "high/low volts", or "low vacuum" situation. The "gear locked" and "gear unsafe" illuminate properly. Most recently we had the "auxiliary bus" breaker pop after about 5 seconds. We haven't worked on that issue yet. Can't figure out the reason for a combined failure of the gear control, annunciator problems, and avionics master circuit. Anyone have any insights?????

I am AOG with a bad Avionics Master switch. PN 930023-213. Anyone know where I can find one?

Although I like the magnet idea, the original spring is available from Mooney. I got mine through Keith Winchester Parts Dept. Manager Muncie Aviation Co. (KWinchester@muncieaviation.com) for $18.

Anyone have a part number (or better the part) for the auxiliary power door on the tail cone access panel? Mine departed in flight (pin slipped out?). Looks like this Pic borrowed from another post)

I have a '79 M20K with Hoskins Nav and Strobe lights. The power supply and the light/base (PN 7839) are both bad on one wing. It appears that I have three options: Replace the bad power supply ($300) and HOPE that I can find a Hoskins PN 7839 light/base. (see attached picture) So far no luck on the light/base. Convert the bad power supply ($300) and light/base ($250) to Whelan which requires a 337 Convert everything including NAV lights to LED of which there are two options, both TSO'd and do not require the 337 Aeroled, Pulsar model (1080-b/c) for $1190 which includes the tail position light http://www.aeroleds.com/LinkClick.aspx?fileticket=VgPG5vCTuB4%3d&tabid=6270&mid=13206 AVEO, Ultragalactical model for $1,200 http://www.aveogroup.com/aveo-shop/galactica-c-series/68-ultra-embedded-wing-set-of-2-green-and-red-with-white.html Any recent experience with any of these options?

Likewise, I'm looking for a Maintenance Manual for my '79 231. Sounds like the choices are.. Call Mooney and get one on a flashdrive for $175 or so. Go to Essco and get one for $100 in paper, but confirm that it's applicable first. Georgia Mooney Pilot