M20F-1968

None at all. John Breda

Most physicians these days are employed physicians rather than physicians in private practice. There certainly are those that concentrate on how many patients they see a day and how much they can bill an insurance company. I've tried to stay away from those both as a patient and as an employee. There are many physician employers whose concern is "how much money can we make off your license." Those are the organizations that are forcing physicians to see more and more patients and conduct shorter and shorter visits. I have tried throughout my career to make more more money by working more hours. I can honestly say that I have worked an eight hour outpatient day in a 12 hour inpatient night, mostly seven days a week for 15 of my 21 years of practice. It's ironic that I'm posting this on many space because it was the start of my aircraft rebuilt project they got me into working more hours. I found that when I saw patients during the day, I was able to give them more time and feel better about myself because I worked more than two full-time job equivalents. I needed to feel that I offered something of value to each patient at the end of each visit. Many physicians simply go through the motions. It is about making sure the patient has been heard and has been provided what they need at any individual visit. The practice of medicine has become challenging and even more challenging now with COVID. I'm trying to do more and more things I have control over so i can see patients in a reasonable manner. Patients need to be educated consumers and physicians need to support and empower patients. That all takes time that many health care entities will not tolerate. John Breda

You are correct. John Breda

Yes, the FAA sent out a similar message to all AME's. I do not have it just now for reference, but there will be more guidance coming about COVID. John Breda

I have several that I would be willing to sell. You can e-mail me here. I'll get pictures. John Breda

I have a fuel selector from a 1998 Ovation. 400 hours of use. Can it be used in your J? I can get the part number if you wish. John Breda

I am an AME in the Boston area. I have been doing flight physicals. My protocol has been to have the pilot check a COVID viral test, and since it is so simple an antibody test before I see them. These tests will most likely be paid for by the pilot's medical insurance. I do Class I, II and III. My cell phone is (617) 877-0025 or e-mail me here or at john.breda@gmail.com. The closest airport to me is Norwood, MA (OWD). Thanks, John Breda

Why do you need more than a turbonormalized F? What needs are not being met. Your RaJay system is likely the manual wastegate version. That STC does not cover a J. My 68 F flies like and acts like a J, only with manual gear and hydraulic flaps (some consider those to be upgrades that are no longer available), and turbonormalization so it climbs quite readily to 18,000 ft. 90 gallons of fuel can make for long legs at 11 gph ROP or 25% more at 8.5 gph LOP. Depends how much you want to get into the plane and what your goals are for the upgrades. John Breda

Who has the molds for the ModWorks style lower gear doors? John Breda

I also have the Alpha Systems Eagle with Valkyrie HUD. It really is the only way to go. You want your eyes outside the windscreen and the HUD just inside your visual field. The owener of Alph Systems suggested that it be directly in your field of vision so you are looking through it, but that seemed to obstruct vision too much as I already have the higher "Bravo height" panel. When you install it, sit in the pilot's seat and angle the HUD unit so the reflection of the display centers of the HUD with you looking straight ahead. I have included a pic.....but I don't have a nice pilot view....will try to get one. John Breda

I was distracted from the cosmetic stuff as I had get the plane through annual and work on some other small issues that were lingering. I was introduced to an Aviation product called "Tough Guard" which is a nano coating with some aviation specs. An excellent pain shop in NJ has tried it and liked the results. Then there is Gtechniq C2V3, C1, Crystal light which are really not aviation products. One concern I have is that all of these products bond covalently (or in other ways) to the paint. Does this present any implications should an area need to be repainted? Just trying to get the big picture and get my head around how to evaluate this stuff? John Breda

When I was doing my rebuild, one mechanic changed both door locks to locks with cylindrical shaped keys. Are these any better than the cabinet door locks or should I consider changing to the Medeco locks? John Breda

I have rebuilt/repaired these parts many times for me and others. The turbo rebuild used to be $2000, now I think it is more like $2500. The players are Advanced Turbo Components and Main Turbo Systems. I used the Visalia, CA location of ATC. The scavenger pumps are a bit of a problem. They are scarce, and most shops do not have the data to do an "overhaul" so they call it a "repair." Hartzell Engine Components now controls the RaJay Scavenger pump market selling, I believe both rebuilt and new, but it may be just rebuilt. Their prices are high. The last time I had a scavenger pump "repaired" it was about $550. The RaJay fuel pumps are also rebuildable. They are a hi pressure pump with access for a pressure input. Tempest can rebuild these. The prices are almost doubled since 2015. Aircraft Spruce sells the rebuilt fuel pumps for about $950.00.Pop-off valve rebuild was about $550. John Breda

See the PM I sent to you. John Breda

Also, to answer your GPH question. 100 ROP at 18,000 = 11.5 gph, 175 kts, LOP 8.5 GPH, subtract about 5 kts. John Breda

I have a RayJay TN F model. The TN version is great in that you maintain Manifold pressure up to at least 18,000 ft, retain the efficiency of high compression pistons, and have a relatively simple system to allow all that to happen. Airspeed in my F below at lower altitudes is about the same as a NA engine. My airplane is now essentially a J model aerodynamically. at 10,000 ft, 75% power = 160 kts, 10,000 ft, 98% power = 168 kts, 17,000 - 18,000 ft, 75% power = 175 - 180 kts. In a Mooney you will use the 10,000 - 15,000 ft altitudes all the time. The turbo makes it easy. No real cooling issues, but my plane is not at all stock. John Breda

The hydraulic flaps should retract on the ground in about 9 seconds with aircraft stopped. The time for retraction will be less in the air. John Breda

There is a company at Oshkosh which I used after my rebuild. I will try to find their name and receipt. John Breda

If you used Corrosion X, this is probably your answer. It gets in everywhere and oozes out every crack and crevice. John Breda

It is likely just a hole in the belly pan which acts to drain any fluid collection. If the liquid is black in color, I would take off the belly pan and figure out where it is coming from. It is likely oil and you would want to know its source. Hydraulic fluid is reddish in color. I could also be dirty water, but the consistency would not be terribly oily. John Breda

My rebuild/modernization of my F took so long that I went from a steam gauge panel to all glass. I have this panel which was designed for my F on the shelf waiting to be used again. It was in my airplane for a ferry flight and then replaced with an all glass panel. The F and E are the same size. It was installed via an instrument panel bow, but there are other way of installing again. You may be interested depending what equipment you plan on installing. You can reach me here is interested. The pictures are #1: The steam gauge panel which is available. #2: My panel today John Breda

I might add, well worth the cost. John Breda

I have the P2 system and would highly recommend it. The "Gear is down for landing" warning is reassuring, but one can just hear it and not give it much thought given that is is a reassurance and not a warning, but the lady saying "Check Gear, Check gear" does get your attention. It alarms at about 86 kts. It can also be used as a pre-stall switch if you inadvertently get slow as it will alarm, making you look at the yellow light, and recognize that you are slow and not landing, correct your speed and push the yellow light to silence the alarm. As for gear alarms, it is always ready to tell you the gear is not down if <86 kts. John Breda

I purchased four 300 cubic foot bottles for $100.00 each. (I bought 4 because shipping was exactly the same for 1 or 4). The lines, valves, gauges, etc... were bought online from a welding supplier (1/2 the cost of an aviation oxygen supplier) and the Scott adapter from an aviation supplier. $20 fills a bottle. I have enough in 4 transfill bottles for a long time. John Breda

I am sorry to hear of Bob's passing, but am happy that he was able to enjoy his flying until his last months. I met Bob initially on Mooneyspace and had the opportunity to have meals and conversations with him at the Mooney Summit and at Oshkosh. He and his wife Nancy were always welcoming and gracious. I enjoyed his wife's "gift of aviation" to Bob and Bob's dedication to aviation. They impressed me as a wonderful couple. Bob shared that fact that he was an MIT graduate and I understood the technical side of him leading to his care and interest in restoring his plane. We both went through that process so we had common interests. I will miss not having the ability to continue those conversations with him. John Breda