M20F-1968

Up to 18,000 ft., the canula supplied by MH. John Breda

I have the MH O2D2 and find it quite useful. My Oc sats stay about 94% to about 96% which is where I want them. The oxygen saved is dramatic. No one has mention that you can hear the puff of oxygen with each breath. It is soothing and relaxing, and give an immediate indication that the system is working. I also have the Aerox mechanical system which I have not used since the MH O2D2 works so well. I bought both on e-bay. They come up occasionally. I paid less than retail, but the retail price for the MH system is likely worth it. My oxygen system was taken from an Ovation and retrofitted into my F model. I downsized from the 115 cubic foot bottle to a 50 cubic foot bottle to save weight. With the MH O2D2 this size is sufficient. John Breda

Take out the turn co-ordinator (or as I did with an S-TEC autopilot, hide it behind the panel) and replace with an electric AI. I have the Garmin G600, a 3" vacuum AI (as I also have a vacuum step), and a Mid-Continent 2" AI. Two that run on electric power and one that is vacuum. John Breda

I got the 3 connectors removed and the G600 out without any difficulty. I did from underneath the panel looking and reaching up. I now see how the mechanism latches. My question now is: 1) Is it best to push the slider/lock in and then install the connector, or 2) Is it better to leave the slider/lock alone and let it snap into place when the connector is pushed on sufficiently? I seems that is is probably best initially to not press in on the slider/lock so that you can gently feel how the connector goes over the pins initially. Want to make sure it goes on straight with no un-necessary force. John Breda

The steel roll cage is basically the same in all the models. On the Ovations and newer, it is about 1" wider to accommodate more wiring. The rear seats, including the rear seat back is not structural. The steel cage is the same in the F model with split back seats as the bench seat model. I am not an engineer, but you can certainly confirm with the factory. John Breda

Does anyone have a picture of the connectors involved? John Breda

Need some help from all of you. I need to remove my G600 from my panel in order to access two nuts mounted to through bolts in the firewall to install a new shower of sparks. The G600 is mounted from the panel front, but there is not enough of a service loop to pull it out and unhook the connectors. Can someone send me a YouTube video or pictures of how to manage the locking mechanism on the G600 connectors so I have a better sense of how it remove them? Finding a local avionics person to help has been difficult. John Breda

It has not been specifically mentioned in this thread that some ANR headsets like some of the David Clarks (H10-13 and H20-10) are built around the passive noise cancelling ear cups that were used before ANR headsets were popular. Thus, you have the same passive noise cancellation of the pre-ANR era plus the noise cancellation of the ANR system now installed in them. John Breda

I sold one full set last winter and then had little time to pursue the sale of the rest, so I still have them. Which ones are you needing? What plane and which locations? If you have part numbers please send them. The ones I have have been rebuilt with the associated paperwork. You can reply here, or to my email: john.breda@gmail.com or call me at (617) 877-0025. Thanks, John Breda

I have only used the speed brakes this way perhaps ten times, a couple were without realizing they were out, but I think I am correct in saying that the landings have been consistently good. I have not used less than full flaps very often as I want to minimize float and perhaps should spend more time with 1/2 flaps. I am always trying to get the most control without the speed brakes and there is validity to what you say. However, do you see any problem with using the speed brakes in this way and should I keep this approach to landing as a viable alternative when warranted? The obvious liability is the loss of lift in a go around. John Breda

I guess I wasn't as precise in my explanation as I could have been. I am not holding to speed brakes from the FAF, but rather I am suggesting they be used long enough for a stabilized approach with the speed brakes. I am not suggesting that they be extended late and close to the ground. (Although I extended them once at about 400 feet coming into Manchester NH in 2019 when there were significant winds and I didn't want to get blown around.) I am not a crab and kick the rudder at the last moment, but rather I prefer to cross control enough of the approach so I am comfortable with what I have to do to stabilize the approach for the winds encountered. John Breda

Your headset hook looks to be in a good position. Does it clip over the carpet edge holding it on mechanically? If so, would you be willing to print out a copy for me? Please let me know if you could do so. John Breda

Perhaps I was not clear. When I have used speed brakes it was a planned maneuver allowing me to carry more power from the final approach fix. I do not convert the approach type and add the speed brakes after the final approach fix in an attempt to fix an unstable approach. The whole approach is flown with the speed brakes and is stable from the FAF. The approach with the speed brakes is flown in the same manner as without the speed brakes, at similar speeds but with more power. I have only done this with significant crosswinds. The increase power I am able to carry seems to allow me to hold the centerline more easily. I may not be adjusting 1.3 X Vso for weight enough. Without speed brakes in a normal approach, I am not carrying excess power into the flare. If I were I would be asking for a bounce. John Breda

I was introduced to using speed brakes on approach by a knowledgeable high-time Mooney pilot, and in particular in crosswind conditions. I have done it purposefully a few times and also found myself having done it unintentionally when I failed to pull the speed brakes back in during a long descent. These landings have been some of my best. Everything else remained the same except for the addition of the speed brakes. The plane feels heavier, and you can carry more power thus having more control especially in a crosswind. My instructor (a Mooney PPP instructor) suggested I not do this and over the years have gotten better at controlling the airplane without them so I have been using them less. However, there are times when I have used them in order to carry more power in a crosswind landing. My F will still climb on a go-around with full flaps and speed brakes, and the speed brakes are quickly stowed without loosing altitude like the flaps. Am I missing anything? John Breda

Avionics access is a function of how your glare-shield is installed and how your panel is designed. My panel was made so that instrument trays age screwed in place (not riveted) and can be removed so they drop in your lap. Access is through the panel, as well as through the top and below the panel. Mooneys are tight whatever you do but it is much better to ensure that tens of thousands of dollars of avioncs are dry. John Breda

I sued 2 A&P's in the Dallas area and won, but collected nothing. One claimed bankruptcy. The other has been avoiding the judgement and is crooked as hell. If you PM me privately I can tell you one who is still working privately that should be avoided at Dallas Executive. Tx is a debtor's state and it is difficult to collect. John Breda

I just sent you a PM. I have two of the fuel caps you are looking for along with the mounting rings. Give me a call. John Breda

You are in North Dakota. I would refer you to Beegles Aircraft in Greeley, CO. They are one of the best structural repair shops in the US. They do top notch work, are good to deal with, are a well known entity, and surpass the quality of other well thought of shops. They would be my first Go-To shop for this problem. I rebuild the nose of my aircraft when I did my rebuild, including installing a new firewall. It is going to be a lot of work. You might think of taking the opportunity to update the plane in the process. You will need to replace or repair the firewall. I have a firewall from my 1968 F that was replaced because my original mechanic (who was obviously terminated) over-drilled the cowl flange. Depending upon the damage to your firewall, you may be able to replace the damaged area with a section from mine or from another firewall as a riveted on doubler. Otherwise, the firewall will need to be removed and replaced. Possible upgrades that could be done: 1. 201 windshield 2. 200 HP IO-360 with fuel injection 3. 201 cowling or the cowling Sabermechanic is working on 4. Look at the engine mounting blocks the where lower part of the engine mount attaches. They may be worn and in need of replacement. I removed everything up to the firewall on my plane and then rebuilt the nose making it into a J. Picked up some added speed in the process.

I have a retrofitted interior from 1998 Ovation installed in my 1968 F model. I have the six switch panel in the overhead and considered cutting down the Rosen sun visors but realized that they can be stowed against the ceiling with the arm longitudinal to the long axis of the airplane. The Rosen arm bracket extends along the edge of the roof near the passenger door, and near the pilot window on the pilot side. They are out of the way and still gain the benefit of the larger sun visor. John Breda

Using 1.3 X stall speed in the configuration being used will result in landing speeds that are faster with no flaps. and slower with full flaps. These numbers are further adjusted using the landing weight at the time (There are charts available to adjust for these differences.) One should be aware of actual speed coming over the threshold as 1 kt faster than expected will cost you about 100 feet of lost runway. Flap settings will affect landing speed, stall speed, and planning for touchdown. A Mooney floats too much to not appreciate these differences. Coming over the threshold 5 kts faster than expected at a 2500 foot runway will cost 20% of otherwise useful runway. Depending on conditions, that could be significant. John Breda

You can land the F without flaps, but the the nose attitude will be higher, speed will be faster and more difficult to slow down, and you will float MUCH MORE. There is no good reason to land without full flaps unless they are not working. John Breda

I contacted the Barrymore Hotel (after seeing the ad in the Mooney Flyer) but they are completely booked with college students on the days of the Summit. Sounds like the Summit Meeting Hotel will be different from the overnight accommodations. Please send the hotel name you will be using for accommodations when you have it arranged. John Breda

I am using the Chemiquip snubber for light oil (which is what fuel is - a light organic petroleum product). John Breda

Then there should be a serious mismatch between the fuel totalizer and the tank gauges, which should be taken as a red flag. This scenario argues to keep ALL available equipment working properly. Multiple instruments which corroborate other instruments are helpful to identify problems you can not otherwise directly see. John Breda