jbreda

I just read the post regarding a bad experience with a mechanic in Georgia. I would like to put out there the suggestion that a section of this forum be created where owners can post (either anonymously or otherwise) a compilation of serice centers, mechanics, suppliers that are both stellar in their service as well as those that we should stay away from. I am sure there are a multitude of stories out there (I know I have a few) that should be but out to the owners, for better or for worse. Chime in and let us know what you think. This would be a kind of better business bureau for Mooney owners. John Breda

For anyone who may be interested, I have an anuminum box, cut out to facilitate a canterd mounting of the JPI-930. I was going to use it until I redesigned my panel to use the the Garmin 600 and could then move the JPI closer. I can e-mail pictures of the box if you would like. I have included a picture of my original design panel with steam gauges and the canted JPI. If you are thinking of installing the JPI-930 in a canted fashion, this works well. You can e-mail me at johnabreda@yahoo.com Thanks, John Breda

For anyone who may be interested, I have an anuminum box, cut out to facilitate a canterd mounting of the JPI-930. I was going to use it until I redesigned my panel to use the the Garmin 600 and could then move the JPI closer. I can e-mail pictures of the box if you would like. I have included a picture of my original design panel with steam gauges and the canted JPI. If you are thinking of installing the JPI-930 in a canted fashion, this works well. You can e-mail me at johnabreda@yahoo.com Thanks, John Breda

I believe there is a provision if an aircraft is "found" with existing modifications, those modifications can be inspected by proper authorities (? DER and IA) and made to be in compliance with existing data available. I have never done this, but I have heard of the provision. I am told this can be done without knowledge of how the modifications were done or who did them. This also may have been an option "back in the days" when local field approvals were easier. But, if there is such a provision, it still should be available. If anyone knowns more, please post. John Breda

I have a set of Mooney cowl plugs I will not be using. E-mail me if interested at johnabreda@yahoo.com Thanks, John Breda

The problem with repairing cracked roaylite panels is that they are 40 years old, and that is why they are cracked and brittle. I think a much better repair is to make fiberglass copies of the panels, but you will have to use a Class I flame retardant resin. This can be done by vacuum forming and your friendly EAA Experimental builder can probably help. The parts can also be made by hand lay-up but this is alot more work. John Breda

For anyone who might be interested, I have a new Triband Rod antenna for an Artex G406 ELT. It is new and needs a home. New it is $680.00. If interested please e-mail me at johnabreda@yahoo.com Thanks, John Breda

As long as you have the manufacturing data (material type, dimensions, etc), a blueprint, or the part itself, and contribute to the making of the part (which can be supplying such data and directions as to how the part should be made) the part can be used on your aircraft. Of course, existing data can be used with DER approval as well if a modification or improvement is planned. John Breda

If you go about doing the mods to a Johnson Bar F, I have gone though the process. The modifications can be done. You will need a DER to approve data and parts new, servicable, or rebuildable. I have paperwork and recent experience. You can e-mail me at johnabreda@yahoo.com John Breda

I put a new Artex in with my rebuild. I also have a new tri-band (121.5/243.0 and 406 MHz) rod antenna for an Artex G406 ELT if anyone needs one (new cost $680.00) My e-mail is johnabreda@yahoo.com Thanks, John Breda

Anyone interested should check the serial numbers since the 1968 F's (at least the early ones) have smooth rudders built with ribs, not the die formed ones used in the later planes (which have no internal structure except the 2 skins). My be an indication of some damage history. John Breda

Take your old part, use some mold release on it, and hand lay it up to make a new fiberglass copy. John Breda

The front seat belt attachments for the Ovation are welded on. I'm not sure on the J. No drilling of the tubes. John Breda

I have been instrument rated since 1989, but thought my experience would be helpful. I lived in Portland, OR at the time and after obtaining my private license at about 45 hrs, I started doing dual work for my IFR license at about 50 some od hours. Most of my time from 50 hrs to the the, then required 125 total time, needed for the IFR license was done Sat mornings, dual in a Grumman Tiger. We filed at 4000 ft (or whatever put us in the middle of the cloud layer, but under the freezing level) and almost all of my training time was in actual conditions (overcast weather is easy to find in the Pacific Northwest). The benefit or training consistently over time engrained the skills, and there is no substitute to actual conditions. I fail to see how one can feel comfortable in IFR conditions after training in a simulator or in good weather with foggles. Likewise, the quick several week courses do not leave enough time to engrain skills. Food for thought. John Breda

I have a pair from a 2009 Ovation I might sell. Please e-mail me at johnabreda@yahoo.com Thanks, John Breda

I signed #2679

FYI: I have a completely rebuilt RayJay Turbo system for an E or F model as well as a second set of rebuilt pipes. The pipes in the full system are new and built 1 gauge heavier than the original and the wastegate is signoificantly more beefed up. I have both STC's and all referenced diagrams, install manuals and FAA POH letter. The system as made by RayJay had a wastegate made from exhaust pipe staock. It did not do well with the heat from the turbo and twisted and deformed. The pipes were also thim and did not wear well. You need to be careful buying a plane that has an older system as the pipes and wastegate my be approaching a non-serviceable state. I had my ssterm rebuilt by a man who had the original RayJay jigs. He has since retired due to illness. If you are interested in the system or parts I have you can e-mail me at johnabreda@yahoo.com Thanks. John Breda

FYI: I have a completely rebuilt RayJay Turbo system for an E or F model as well as a second set of rebuilt pipes. The pipes in the full system are new and built 1 gauge heavier than the original and the wastegate is signoificantly more beefed up. I have both STC's and all referenced diagrams, install manuals and FAA POH letter. The system as made by RayJay had a wastegate made from exhaust pipe staock. It did not do well with the heat from the turbo and twisted and deformed. The pipes were also thim and did not wear well. You need to be careful buying a plane that has an older system as the pipes and wastegate my be approaching a non-serviceable state. I had my ssterm rebuilt by a man who had the original RayJay jigs. He has since retired due to illness. If you are interested in the syatem or parts I have you can e-mail me at johnabreda@yahoo.com Thanks. John Breda

I would be a shame to part out this aircraft. You obviously have done work on it and there are owners who would enjoy a johnson bar Mooney in excellent shape (assuming that is correct). I have a 68 F model which is completely rebuilt. Yours would be a good starting point for someone interested in doing the same. The engine and prop would be easy to sell. The avionics would sell - Garmin 430W, STEC 30 Autopilot, Garmin Transponder GTX327, PS Engineering Audio Panel PMA8000B, JPI 930 Engine Monitor, CO2 Guardian Model 452. The 430 prices are dropping now that the new equipmnt has been released and the 430 discontinued. The JPI 930 would probably bring 1/2 price of new. Fully Articulating Front Seats - owners do look for these 201 Yokes - will sell Powerflow Exhaust System - probable will sell if very serviceable Lo Presti Cowl - You will probably get less than you would like for this given that it has already been fitted to another airplane and has holes drilled in it from the previous installation. The good news is that fiberglass can always be repaired and remodeled. The control surfaces would need to go to someone with a 1968 or earlier since your 68 probably has smooth skins. The gear and push rods will not bring in much money if any at all. You may find a person looking for a specific rod for replacement. If you do part it out, I may be interested in some spare parts. Please send pictures of the plane as is to johnabreda@yahoo.com

I would not put asymmetric forces on the geat that way. The jack points are cheap. LASAR has a set with the tiedowns which you can leave in place and they will always be there. FYI: I have a used pair of Meyers Hydraulic jacks in Boston area I may be willing to sell (extra pair). If interested you can e-mail me at johnabreda@yahoo.com John Breda

Where are you located in Massachusetts? I am just west of Boston and have asked many questions regarding Mooney resources here and regionally since I am just finishing the complete rebuilding of an M20F, which is now is really more like a late model J, with modern avionics but with a Johnson Bar. Drop me a line on my e-mail at johnabreda@yahoo.com and we can chat. John Breda