1980Mooney

Given the delays that @Rotorhead is likely to encounter for the other parts that are damaged, I would say that "winter" is perfect timing.

The pic on your post shows that you have serial number 24-3275. See parts diagram below. It shows the 4 cylinders better. You can download this M20J parts manual for free. See page 482. I assume your A&P has the parts manual and Service manual. I don't understand how the copilot brakes could be "INOP" unless the mechanical linkages are disconnected. Everything is in series as @M20Doc says. The fact that the Copilot brakes don't work and that the Pilot brakes stick (or are harder than a C172) sounds serious. If it were my plane I would not fly it until a competent mechanic troubleshoots it. You started this because you are worried about the brakes sticking - we may read an accident report when they "don't stick". Mooney M20J Illustrated Parts Catalog.pdf (free.fr) Mooney Service Manuel M20J Vol. 1 of 2.pdf (free.fr)

There are 2 master cylinders with standard brakes and 4 with dual (copilot) brakes

Copilot brakes are an option. The standard Mooney has copilot rudder pedals (just a bar) without the toe/heel brake pedal (see pic). If you have toe/heel pedals on the copilot side that look like the pilot side then they should be functional.

I think you are new here. This topic is probably not that right one to get people to answer your question. You may get a better response if you post you question to the topic below or else start a new one - specific to your plane/question. @carusoam can help guide you too.

Can’t find any specs but comparable dehumidifiers draw 900-1,000 watts/ hr. In humid regions with naturally leaky hangars it will run a lot. Purchase price and operating cost aside, many publicly owned hangars will not allow operation unattended.

Good idea as inconvenient as it sounds - if his plane is flyable. Years ago my J was undergoing an avionics upgrade when the shop changed ownership (without informing customers). The new owner couldn’t find my logs. I searched the building and found them myself. Century is probably a lot like Mooney - struggling to survive on its last legs. Everyone getting old and knowledge leaving rapidly or gone, no cash. No longer building complete systems. Same with many others - Rocket Engineering owner is in his 70’s - in business but good luck getting them to answer the phone. I had them repair my engine mount last year - and yes they lost one of the parts of the mount. They did search and found it - but untouched from the day it arrived- caused a month delay. However I am confused by your comment about 2 “pitch servos”. I have a Century 41 also with the installation manual. It indicates that there is one pitch servo and one roll servo. They serve different purposes, have different requirements and have different part numbers. I have a 14 volt J model. Neither of my servo part numbers match your servo number. What model and year Mooney do you have? @RideOrFly said in November that he had a Century 41 coming off a J soon - I think it is 14 v…. FYI

Right. That is half full on the standard tanks - and that is when the fuel gauges should read right.

Plessey/GEC actuators had their own problems wrt the "torsion spring" There was a 1992 Service Bulletin M20-92. It highlighted 2 gear failures. C:sb-si-slSISi-92.PDF (mooney.com)

"If you have a Plessey actuator you're good"....as long as you never need it repaired. There are no parts and no support for Plessey.

Do you mean the commitment made to prioritize this back in November 2020...? Maybe they are in stock - I haven't had the need to look.

Oh geez… There are a lot of complaints about poor quality of MSC‘s here on MS. There is an ongoing saga about one MSC that missed identifying serious corrosion in a pre-buy. Just ask @redbaron1982 The MSC is only as good as its People. The factory is just trying to survive as a parts supplier and obviously provides no audit or quality control of what used to be its dealer network.

This all started with work done by a MSC per the original statement by the OP. Why not go back to them? This "mechanic" was not involved until after the work done by the MSC had prematurely failed. He may or may not be capable but he has been thrust into the middle of a problem that started with the MSC - and the "mechanic" is being blamed for it. Have you spoken to the MSC? They should have replaced all brittle tubing and disintegrating fittings. This is not their first rodeo in working on a 60 year old Mooney.

I suspect that any country the relies upon Russia for weapons is having second thoughts after witnessing their dismal performance in Ukraine.

My Missile Conversion has a ram air on the left side of the cowl. Rocket Engineering said it adds 0.5 psi or about 1" to the manifold pressure while at speed. I have confirmed it by looking at and plotting fuel flow at WOT (full rich/max RPM with Auto-Lean fuel pump) and using your rule of thumb regarding 1000 ft. (plotting fuel consumption from SL to 10,000 ft. by climbing leveling off every thousand to build speed back up to about 180 kts and then recording engine data.) I have all the Continental engine performance curves. At SL I am set up for book fuel flow and pressures. For instance 6,000 ft I am approx. consuming fuel and producing HP equivalent to a non-ram air IO-550A at 5,000 ft.

It’s worth 4 hp WOT

@N201MKTurbo is correct. Unless you are WOT then the extra manifold pressure is wasted. The throttle is an adjustable pressure drop. It is removing the extra pressure you might have until WOT. Flow in your manifold is a function of pressure drop. More flow creates more pressure drop from the TUBING and hence needs more pressure at the entrance. The throttle creates pressure drop at anything less than WOT. It robs the pressure drop available for the tubing only. More flow means more volume which means more fuel to air which means more HP

I think it is vaporware. EMAPA is Blue Skies Aviation. They also claim to sell Monroy Extended Tanks. - They take money and don't deliver per past topics. Ask WAT if they are actually selling any Mooney cowlings.

This MSC actually said they are not experts on "this part of the aircraft" (nose gear repair, firewall and exhaust cove fairings)? Are you kidding me? - why do they even call themselves an MSC?

Whelen bought LoPresti. The WAT website no longer shows any Mooney cowl mod. It only shows cowl mods for the Piper Seneca and Twin Comanche. Maybe they will do it or maybe the entire discussion is moot. As the Mooney fleet ages and shrinks the mods and STCs continue to get abandoned - its just supply and "no demand" economics. https://flywat.com/collections/cowl-aircraft-mods

Another sad purchase story to heed - just posted. Corrosion. Prebuy done by "shop that does mostly Mooney". WHAT COULD GO WRONG?!

Try to avoid this - and heed his advice. Everything appeared to be good about this purchase - bought from a "fellow member on this forum" and prebuy done by a knowledgeable MSC. WHAT COULD GO WRONG?! Follow his advice -

You are right that there may be some Mooneys in better 'apparent" condition out there - but at what price vs value? It seems to me that you are making some assumptions without any information regarding the asking price of this Mooney, the airframe hours, engine time since OH, or prop since OH, avionics package, interior condition, windows, corrosion, options, etc. And we don't know if the OP is looking for a long term plane or one that he might want or need to sell in a year or two. As I said if "the price fairly values the condition" then this could be a good deal. . Lot's of variables here. Many/most of the visible" warts" can be addressed when/if the OP ever plans to repaint the plane. Of course it could be a bad value also....and harder to sell if he had to flip it short term. Its all in the details!

The FAA has not made go arounds illegal. Fake news.....

@Futches I agree. There are no perfect 30-40 year old J models out there. They were hand made - even from the factory some things were massaged to look right. I have original exhaust cavities on my J and they are not perfect. They are like butter and over the years, even with the best like Rocket Engineering, cause some imperfection when working on them. Admittedly yours has some spots that are a bit worse but none of that is structurally load bearing and they can be repaired/replaced. And a history of tug incidents is irrelevant if repaired properly. Years ago when I purchased a used 1980 J, during the pre-buy the owner commented that the nose gear truss had just been repaired due to a tug over steering accident by the FBO. I reached up to feel the clean, newly painted truss and it was bent (again). The owner lost his mind - the same FBO bent the truss within days of the first repair being completed. They had to repair it again before I took possession. If that tail tie down bothers you just replace it. It will be one of the cheapest repairs that you face during your airplane ownership. Make sure that the important parts of the structure are sound and free of corrosion. You need to find a plane that is sound and that the price fairly values the condition of the plane that you are considering. If you want perfect then you will need to pay for "perfect". There are some unfortunate topics/threads here currently from more than one owner that bought a J model that they thought was in good condition only to find corrosion after taking ownership. One has commented that the plane has been in repair for a year and they have yet to fly it. And don't forget that in the last 2 weeks, three (3) Mooneys have been destroyed - 2 J's and 1 K. And in the same time 2 more J's have had gear up landings. The fleet is shrinking.