Brent

I came across this topic/post while researching a repair for my J-model visor. Mine is missing the set-screw. In case it's useful for anyone, I'm attaching a scan of the AN565 standard I happened to have in an old parts manual. It's better than the illegible versions I found online. It looks like Aircraft Spruce has the required set screws, but listed under MS51021. AN565.pdf

Update on the ignition issue: apparent wiring issue from the SlickStart box to LH magneto. The logbook entry reads "corrected wiring from SlickStart Pin 1 to L/H capacitor." If I understood correctly, the #1 pin wire was connected to the L/H mag ground rather than the capacitor. Since the engine was cold-starting and running fine and if I take the solution at face value, I assume this wiring issue allowed the engine to cold start and run and only manifested as a problem in a hot start scenario. Thanks for the feedback. If the solution sounds off base to folks more knowledgeable, I'm interested to know. Meanwhile, plane is back in my own hangar.

Informed members will have probably figured this out, but my lack of knowledge went beyond semantics. The J-model ignition issue I posted about above is associated with a Slick magnetos and ignition system (on an IO-390). I actually thought the Slick system was a type of shower-of-sparks system, but I am learning that it is a replacement for the shower of sparks system. So thank you to those who have tried to help me out (I'm still in trouble-shooting mode via the shop) and apologies to those who I confused. I'm learning a lot, regardless.

Thanks for asking; bad semantics by an amateur. The shop mechanic checked for spark at the spark plug leads and saw little or none while I cycled the key to the start position. Meanwhile, the LH magneto checked out fine on the magneto shop's test rig; it was channeling spark on all four wires. (Mag timing and resistance readings were fine.) In retrospect, the mag coming off was probably off-target troubleshooting, but I'm not going to criticize someone trying to help me - shop labor cost notwithstanding; we'll see about that part. In any case, if current were getting to the magneto, it would be distributed to the plugs or at least some of them, assuming no bad wires. So it seems the something my be interrupting the current upstream, perhaps at the vibrator or relay? Again, this is speculation by an amateur. I do owner-assisted annuals, but I'm no pro. I'll get more feedback when the shop is back on the case later today.

It's a J model, but it is the SOS ignition system, which was installed with an IO-390 engine by a previous owner in 2011. So both mags are for the SOS ignition system; mechanical impulse couplings. It's a clean set-up - no Frankenstein stuff going on. Based on a little more research and waiting for the mechanic to advise further, I believe the issue is upstream of the mags, maybe at the ignition vibrator or the relay between the switch and the vibrator. I guess it could also be the switch, but that seemed to perform correctly on some position/voltage checks. Anyway, step 1 is to get back to the plane and listen for the vibrator buzz, as suggested by another poster above. References: - Useful Don Maxwell article: https://www.donmaxwell.com/shower-of-sparks - ABCs of shower of sparks systems: https://www.csobeech.com/files/TCM-SOS-IgnitionSystem.pdf

Update: (1) I don't know if I'll ever be confident I have the technique mastered, but (2) it looks like I do have an ignition problem. There is little to no current getting to the plugs. We pulled the LH magneto, which checked good, so I guess it's now a hunt to find the thief of the input voltage. Voltage checks at the various switch positions revealed no anomalies, or so it seemed today. Regarding "sos" rattle (shower of sparks?), I'll listen for that with the mechanic. Thanks for that.

I looked this thread up today after having a bad hot start experience. I've done numerous fuel stop hot starts using the procedures cited in this thread starting with the don't-touch-anything method. Today, I flew 20 minutes to another airport, got gas and was on the ground for maybe 15 minutes and then the engine would not start. I tried all the methods, including full flood. No joy. I waited an hour and tried again; no joy. I ended up leaving the plane parked at the other airport not too far from my home base and will try again tomorrow hoping an overnight cool-down will magically cure the issue. I'm wondering if I have another issue, but I don't know what it would be. The plane ran fine on the way in. I just had the mags IRAN refurbished a month ago and the engine has run fine since.

Saw an ad for this airplane parked at my home field for sale. Looks like a part-out candidate, but maybe someone more talented than me could bring it back to life. https://losangeles.craigslist.org/sfv/avo/d/pacoima-1966-mooney-m20c/7753151120.html

I bought the nylon spacers from Aircraft Spruce and heated them up as WilliamR suggested. It took my wife lending a hand and a couple cuss words, but we were able to get the spacers over the head on the buckle. All good now.

I came across this thread on G100UL today and thought I would pass along one conversation I had with a former colleague of mine who is a sealant expert. The chemistry is not my field, but what caught my attention is that, as mentioned previously in this thread, there remains uncertainty about the durability of existing elastomeric materials such as seals, gaskets and, especially, polysulfide fuel tank sealants, once in contact with the higher aromatic chemistry of the G100UL fuel. Until recently, I had focused on the engine performance and reliability and thought little about the fuel system impact outside the cylinders. That has changed - I'm keen to learn more about any long-term durability testing required or performed for the STC route and the FAA's broader fuel certification protocol. I figure my day is coming, but my 1985 M20J has yet to leak or weep fuel. Hoping we can get to unleaded fuel without accelerating other issues.

Guessing they weld everything together with an assembly fixture, so the labor might not be horrible. But I would have thought the pinhole thing would be mitigated with a requirement for a dye penetrant inspection on the welds.

May or may not be a destination stop, but there's a friendly FBO with good brisket burritos at Pecos (KPEQ). We stop there for gas sometimes going between L.A. and Dallas or Austin.

I upgraded my recognition lights to the Whelen LEDs. I don't need the old ones, but I couldn't bring myself to just toss them. Let me know if you are interested. They came out of a 14-Volt J Model.

Easier to get the Whelen LEDs, than a new plastic... but there are some material innovations with good potential for wingtip lenses, and light GA windows, too. Not selling here, just informing... https://www.ppgaerospace.com/Value/Innovation/Opticor-Advanced-Transparency-Material.aspx https://www.ppgaerospace.com/getdoc/7e8aa7d8-98a0-4681-9179-cbb064374c3d/PPG-Transparencies-with-Solaron-Blue-Protection™.aspx The challenge is getting through the list of priorities ahead of light GA, i.e., biz jet demand. OPTICOR is flying on a couple biz jet types, SOLARON is on one.

See OSUAV8TER’s post below. That’s more info than I got from my usual parts and supplies vendor.