M20F-1968

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

bd32322 - Where are you located in MA? I too am in MA and I know that Marshfield has given people problems over storing non-aviation stuff. I knew of one owner that had two hangars at Marshfield. He was storing some sewing machines related to his business. He got into an argument with the airport management, moved his plane to Plymouth, and sold his two hangars. I almost bought one of them. John Breda

The wing mounted gauges are meant to be accurate as to volume only on the ground. A fuel totalizer (assuming the K factor is adjusted correctly) is a great help. Keeping track of how much fuel actually used each 1/2 hour is very helpful. The fuel flow is measured constantly with a small water-wheel type device in the fuel line. A note pad and timer is all the extra equipment needed. The Cies senders are much improved and consistent. Completely Digital set-up is best. John Breda

I sold my last one a couple of years ago. John Breda

Seth, Where are you located? As part of my rebuild, I changed the structural cage to look like the new models. I did so with a DER and a DAR did the welding. The DAR was Lucky at Dallas are salvage. You can give him a call. John Breda

I have not installed my kit and will not be doing so until early July at annual. I would be interested in installing the new firmware when we are doing the install. Please advise by posting here, or sending me a PM, or e-mailing me at john.breda@gmail.com. Thanks, John Breda

There are several posts advising that rebuild is recommended (or at least IRAN). However, given this number of hours and the history of sitting, IMO overhaul is the only choice, along with at least a rebuilt prop, but new preferred, and rebuilt or new accessories. Check the engine mount for cracks and change the engine mount shock disks. The only motivation for not doing this now seems to be an attempt to eek-out an additional 300 hours. This is not a wise choice given even a quick assessment of the risk reward equation of what an accident could look like when unrecognized damage reveals itself. You were fortunate enough to get the plane cheaply. Don't be cheap now that it is yours. Don't allow a great opportunity turn into the worst nightmare you could imagine! John Breda

This is an amazing find, especially if there is no corrosion to deal with. As someone who rebuilt an airplane with the intention to keep longterm, count your blessings as you will be in a financially good position to do what is right to create a safe and capable airplane. For what it is worth, I started my panel with a Garmin 530 and audio panel above it. When the GTN's came out, it was a no brainer to put in a GTN750 and GTN 650. The GTN750 will fit into the opening if you remove the 530 and audio panel and install the GTN750 with a blind audio panel. It will cost some money but you will be glad you did. BUT FIRST, get the engine, all accessories and turbo rebuilt. John Breda

It depends on how new your Ovation is. If it has the more tear-drop shaped buckle with which you must open the buckle cover almost 90 degrees to unlatch, I have either an extension belt or hardware you can use. If it is the older square buckle, you will need to find the parts and have the webbing sewn up. John Breda

I did not use the Loprest Cowling. It has problems with a turbonormalizer as the intake opening are too small. Also, I liked the structure of the 201 cowling which is what I used. John Breda

If I have wheel well liners, do I really need the Rat Socks? John Breda

Obtain thread sizes and distance and size of the mounting holes from Spruce or other. Drill out and replace. A pneumatic rivet squeezer will likely be helpful if it fits, or a hand squeezer. John Breda

I have a small roll of Sunbrella fabric (the stuff cabin covers are made of). Think that might work? John Breda