M20F-1968

I just went through this. Call Belair Composites, Spokane, WA They will have what you need. https://belaircomposites.com/ Let me know what you found when you do the install. I just replaced hoses, intercooler lord mounts, etc... John Breda

Say you are landing a in an area (perhaps at night) with some adjacent hills. I expect you will see a more rapid drop in altitude over terrain, then an increase in ground clearance when over the "bump." I make this comment in reference to the 300' capability you might program in the future. In essence, could there be more versatility in the future if choosing the 100' version now? John Breda

I will be ordering one, a couple of questions through: I see an installation that may be helpful with the 100' version: Say you are landing a in an area (perhaps at night) with some adjacent hills. I expect you will see a more rapid drop in altitude over terrain, then an increase in ground clearance when over the "bump." This might be good to confirm. Will the 100' version potentially have more capability when the new software is sorted out, in which case it might be beneficial to choose that option at this time. Is the laser in the 100' foot version more robust and different from a standpoint of longevity? John Breda

Install rudder pedai extenders. The plane will feel like it has more shoulder room as well. John Breda

I have the one piece belly panel off now and was going to do a waterless was and then coat with Gtechniq C2V3 so it would hopefully be easier to keep clean. I assume that is a reasonable plan. Any comments? John Breda

The best structural repair shop I know of is Beegles Aircraft, Colorado. They are first class, do excellent work and are trustworthy. John Breda

If you are grabbing the horizontal stabilizer you are testing play at the "Jesus bolts." if there is a 1/2 of play you are in trouble. If you are grabbing the empennage below the rudder, you are testing either play in the trim or the Jesus bolt. The Jesus bolts (one each side) are structural, minimal tolerance bolts that should show almost no play at all. Rather than guess, have someone who knows the Mooney airframe to take a look at it. John Breda

The corrected version is: Review your medical history with your physician and try to figure out why you are getting the symptoms that you are. As mentioned, many times the symptoms of hypoxia are different in each person. Decreased alertness, increased sense of well-being, failure to recognize cognitive errors, or even no symptoms at all just before you pass out can describe some of the symptoms, and there are many other variations not mentioned. Numbness and tingling can be symptoms of hypoxia, but they are also well-known symptoms of decreased CO2 alkalemia. This can be caused by breathing too fast and blowing off CO2 creating an alkaline blood pH. On the ground this can be corrected by holding your breath or breathing into a bag, which would increase blood CO2 levels. Your pulmonary status, age, altitude where you are living, hemoglobin and hematocrit levels, and medical history all will affect the outcome and the symptoms at various altitudes when flying. You should do a bit of experimenting with your physician on the ground, with exercise, with and without oxygen supplementation. Use of a carbon monoxide detector in the cockpit would be helpful to rule out a carbon monoxide problem. Oxygen supplementation at the time of symptoms will be helpful to rule out degrees of hypoxia. Also remember that pulse oximetry will show a normal oxygen saturation in the face of carbon monoxide poisoning. John Breda

See corrections above. John Breda

Review your medical history you with your physician and try to figure out why getting the symptoms that you are. As mentioned many times here symptoms of hypoxia are different in each person. Decreased alertness, increased sense of well-being, failure to recognize cognitive errors, or even no symptoms at all just before you pass out can describe some of the symptoms, and there are many other variations not mentioned. Numbness and tingling can be symptoms of hypoxia, but they are also well-known symptoms of decreased CO2 and applied it how alkalemia. This can be caused by breathing too fast and blowing off CO2 creating an alkaline blood pH. On the ground this can be corrected by holding your breath or breathing into a bag, which would increase blood CO2 levels. Your pulmonary status, age, altitude where you are living, hemoglobin and hematocrit levels, and medical history all will affect the outcome and the symptoms at various altitudes when flying. You should do a bit of experimenting with your physician on the ground, with exercise, and with oxygen supplementation. Use of a carbon monoxide in the cockpit would be helpful to rule out a CO problem. Oxygen supplementation at the time of symptoms well fine would be helpful to rule out degrees of hypoxia. Also remember that pulse oximetry will show a normal oxygen saturation in the face of carbon monoxide poisoning. John Breda

I have the oxygen system from a 1998 Ovation in my F. What is the "special tool" used to remove the bezel around the pressure gauge? John Breda

Actually, my JPI 930 is also connected to the main bus so it and the G600 are on when the master is on. John Breda

I have a sure fired way of reminding myself that the master is on, kind of expensive though... Per STC the Garmin 600 is hard wired to the main bus. It is aways on when the master switch is on. May be that way with other avionics in other applications as well. John Breda

The airbox and flapper valve is a weak link in the original RaJay system. The flapper may seem closed, but a small leak can bleed off the pressure differential to the point that the turbo never starts fully spinning. John Breda

Sheryl Loewen should know however if LASAR still offers that MOD. I just looked at the LASAR web site (https://lasar.com/mods) and the steering horn MOD is shown as unavailable. It does say that they will rebuild your old steering horn which would be the way I would go. John Breda

It is likely easier to rebuild the steering horn than change to the LASAR Mod which may not be offered any longer. John Breda

The most reliable way is a fuel totalizer, a pen, some paper and simple math, crossed referenced by the other suggestions above. I think you will find the fuel totalizer to be the most accurate of them (and of course the CIES senders and JPI 930 which you do not have). If you are using the original 69 F model senders, you should upgrade to at least the Rochester senders. I recently changed to the CIES senders and have several rebuilt Rochester senders for sale with certification of the rebuild by Airparts of Lockhaven). John Breda

There is a one piece belly on e-bay for sale. I do not know for which model. It possibly can be shorted if need be. Fiberglass can be remodeled easily. The one piece belly mod is not for the faint at heart. There is structure removed and new structure installed. You will need documentation such as an STC or DER approval. John Breda

I have a 1968 F with chrome cylinders. They should not affect temperatures at all. They are very difficult to break in however. Run the airplane like you stole it. I used Phillips X-country 20/50 for break in and still use it. Oil usage will probably be higher than other cylinders. The good thing is they will not rust. It may take 100 hours or more to break them in. John Breda

I have a Bendix ignition switch from my 1968 F. It went unused for 26 years while my plane sat in a hangar in TX. It is in excellent shape. When I redid my panel, we simply put in a new one along with the new everything else. Give me a call or contact me here is you are interested. I can sell for a reasonable price. It will save me from posting on e-bay. John Breda Cell (617) 877-0025

Jonny, I thought I would chime in as well. I am glad to hear of the new hands-on leadership at Mooney and certainly wish you and your team the best. Mooney has always been a great airplane with a loyal following of owners who understand its design strengths. My airplane is the first plane I have owned. With the encouragement of Russell Stallings and my hands-on attitude, I bought a 1968 F model that had been stored in a Dallas hangar for 26 years, in pieces. I bought it as a project airplane and did some homework about the company beforehand. A crucial part of my decision to go forward with the project was that several airplane vendors and mechanics told me that Mooney has always supported its older aircraft with parts and service. When I was in the throws of the project, I could always count on reaching out to Bill Wheat for answers. I stripped the F model down to a bare hull, reskinned much of the airplane, updated its structure and proceeded to make the airframe to be as close to a modern Mooney as an F model could be. with multiple mods and 337's. It was an award winner at Oshkosh 2 years running with a Lindy Award in 2019. I know my airplane, literally inside and out and appreciate the value in the design. The project was completed with a DER, DAR, two IA's and several A&P's, one was a sheet metal specialist from Gulfstream. It only shows its F model heritage by its Johnson Bar and hydraulic flaps. The and upgraded Vintage Mooneys have an efficiency and simplicity that lends themselves well to become a satisfying forever plane. I have attached some pics of my bird. My perspective as an owner is somewhat different given my history of rebuilding the F. If I can be of any assistance to you or the factory feel free to contact me. John Breda

Once you start using oxygen for long trips, trips at night, and anything over 10,000 feet you will not fly without it. O2D2 is great, and essential. I have 50 cubic feet of O2 as built-in, and with myself alone, I flew 38 hours in 2 weeks last summer and did not even get close to 1/2 tank. It is also comforting hearing and feeling the breaths. If you use the O2D2, you will not need a 2 place regulator as you will use the Mountain High regulator (really pressure reducer) in-line to the O2D2. Then 2 people can come off the O2D2. You should have a gauge that is visible from the pilot's seat. The type of tank, valve etc... is likely less important. If you are using portable O2, go aluminum. As for the transfill tanks and equipiment, buy everything from an on-line welder's supply. The Mountain High website will give you some hints of what you might like to have. The welder's supply will sell you the same stuff for 1/2 the cost. John Breda

The instrument panel bow (the curved tube holding up in instrument panel) from a 1998 Ovation fit my 1968 F model perfectly. The Mooney Cabins are the same width. Mooney added a little more width to the L rear part of the outside tube structure for wires going to the tail. John Breda

Should be held on with hinges and machine screws with nuts. All the newer Mooneys (in last 20 years or so) use two metal hinges with2 screws each. You will want to find a hinge that will cover-up the potential mess made by prior glueing. One of the aftermarket aircraft window companies has clear plastic hinges that are larger and screwed on. They may be better in covering-up the work that came before you. John Breda

I am well aware of the process, in fact I was offered a position with the FAA in 2018 to become one of the certification physicians in Oklahoma City, but I was not able to relocate at that time. I enjoy cases that require some research and work. Feel free to reach out to me is necessary. John Breda