PT20J

Frank Crawford makes them at Mooney - order through a MSC. Paint shops usually have a way to make labels. If you are really a CB, just use a label maker.

There are a lot of components to what we call an annual inspection. 1. Open up the airplane for inspection. 2. While it is open, clean the engine and do routine lubrication. 3. Inspection. 4. Make a squawk list. 5. Complete airworthy items on squawk list. 6. Compete or defer non-airworthiness items on squawk list. 7. Verify ADs and Service Bulletin compliance. 8. Close up airplane. 9. Perform post maintenance run up, maybe flight check. 10. Complete logbook entry and return to service. I do 1, 2, 8, 9 myself and usually 5 and 6 under supervision. It takes about a week. The actual inspection by the IA is only a few hours for which he charges me a flat fee. I keep the airplane up well, so there is seldom much in the way of squawks to fix.

My ACK 406 is ten years old and works fine. I might call ACK for advice. The owner has been helpful in the past.

I have tried a several. A lot depends on the type of soil. Claws work better in rocky soil than screws which work better in sandy soil.

The nozzles shouldn't wear out, but there are a couple of stupid mechanic tricks that can screw them up. The first is using safety wire, a drill or some other object to clean them. That can bugger up or change the size of the orifice. The second is mixing up the inserts between the bodies. It's easy to test them. Just set up the baby bottle test and watch the spray patterns when fuel is flowing. It should be a stream about the size of a #2 pencil lead. If it is otherwise, then there is a problem. If it's a simple mix up of the parts, you can swap around inserts until they all have a coherent stream. According to Al Jesmer, that's how RSA assembles them at the factory. They just match parts until the stream is right.

I notice the LASAR picture shows holes and LASAR gets them from GLAP so maybe the difference between the two GLAP part numbers is holes or no holes and the GLAP photo is wrong. You could call GLAP or I believe Gallagher is now a GLAP distributer and he may know.

Maybe it’s not original. My 1978 J lens was retained by the metal trim which attached with screws, but there were no holes in the plastic except for the three drain holes. GLAP lists two cowl lenses depending on serial number, but the pictures for both show no holes. Anyone else have a cowl landing light lens with holes in the plastic?

I ordered some of this from Amazon, but the stuff they sent is teflon, not ceramic (boron nitride).

The landing light lens is polycarbonate and doesn’t crack as easily as acrylic. The lens on the cowl doesn’t have screw holes. If you have the wing landing lights, just don’t overtighten the screws.

I’d clean the injector nozzles and run some gas through the system with the nozzles out to flush the lines. Might be worthwhile to do the wobble test on the valves.

I believe Great Lakes Aero Products was the OEM. https://www.glapinc.com/Mooney/m20j.htm

How many preflight inspections since this happened?

The BN I used came from a friend who got a sample can somewhere and is white and powdery. I haven't used this product, but it looks interesting https://www.performancelubricantsusa.com/product-page/dupont-non-stick

The eyeballs are machined from Nylatron according to Frank Crawford. Even the new ones are not perfectly smooth due to the machine marks. Oil film attracts dirt that becomes embedded. I didn’t have much improvement in mine doing what @Fritz1 suggested, but it can’t hurt to try. It might be interesting to try spraying them with some boron nitride dry film spray. That stuff is really slippery.

Why is it that every part of a Mooney seems like the first part they started adding other parts around to build the airplane?