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I have done the search and read what’s available but I can only interpolate some of the information to my plane and installation. I’m planning on replacing my left mag with a SureFly electronic ignition. The left mag is the more difficult to replace and my right mag runs the smoothest of the 2 so that made the decision easy. Having 3 mag failures in various planes and a recent defective mag that caused all kinds of expensive trouble shooting and unnecessary parts replacement for my engine monitor, I’m hoping this is a good solution and not just going to create new problems. I’m also looking forward to the potential high altitude performance gains with the variable timing(mixed reviews on this), smoother LOP operation(positive reviews), no 500 hr inspection and the 2 lbs weight savings. One concern is that people with 24V systems have been having more problems with the surefly. Most seem to be related to other airframes installations and not running the power directly to the battery. With the Mooney that means a long wire run through the cabin. I was wondering if anyone is currently running the surefly on a long body(24v)has had any problems with the unit and it’s power source? From what I understand the system reset itself if there is a slight disruption in the power supply and this seems to be less of a problem with the 12V applications. The mixed reviews with the variable timing seems to be related to the Improper installation of the power source on both the 12 and 24V systems and improper setting of the initial timing with the hardware. Another concern Is the RPM pickup with the EI MVP-50. It looks like it reads RPM with 2 channels, 1 channel going to each mag connecting to the P-lead with an isolator and picking up the pulses. With the surefly the EI installation manual says it doesn’t need the isolator since the output is not such a high voltage that will damage the MVP, I just wanted to see if anyone has experience with this and if the hook up was as simple as removing the isolator? I will call both companies on Monday to verify this but wanted to start my install this weekend. Thank you

I have a problem for the great minds on this forum to help me solve! I have a 99 Eagle and when I turned on the master switch this morning my stall horn was blaring. When I do my preflight I always check the stall vane for freedom of movement and I thought it might have stuck. I went and grab some contact cleaner out of the hangar, sprayed what I could generously and did the typical jiggle, tap, tap, etc. When I turned on the master switch again, no change, still blaring. I then pulled the Stall horn circuit breaker and no change. That made me scratch my head a little? So then I pulled the gear horn circuit breaker which is usually a beep, beep, beep not the steady horn that I was hearing and it went off. At this point both circuit breakers are out and no horn but if I pushed in either of the circuit breaker in individually the horn sounded and was constant, no beep, beep, beep. Both breakers needed to be pulled to keep the horn off. I have a MSC on the field and they have seen the problem a few times in the past but are too swamped at the moment to look up who’s planes they fixed the problem on and what the solution was. The avionics crew is going to look over the electrical schematics and do some preliminary diagnosis soon. The mechanics says is a Mooney thing. Tonight I plan on spraying all the contact switches related to the gear and the stall vane to see if it that is the problem. I’m hopping someone here would know what’s going on so I can fly my plane this Friday. Thanks! Karson