M20F-1968

Alex, Just writing to confirm my registration for the Morning Sept 27th ATC Facilities Tour, as this will necessitate my arrival by the evening of Sept 26th. John Breda

When you upgrade a Vintage Mooney you are doing it for yourself, and not as an investment. The Vintage planes, and in particulat the Vintage F model offer unique advantages as a retirement airplane. Specifically low maintenance, no electric motors or actuators. Manual systems are prone to be stable in their long term functioning. The Johnson Bar gear is an upgrade, simple, and the only aviation retractable system to which the FAA did not require a back-up. Your panel will need an upgrade but you will need to do some thinking on that. I have a highly modified 68 F model on my profile. You may want to take a look at the possibilities. John Breda

Perhaps Parker can chime in on this one. We have quite a number on Mooney pilots involved in Mooneyspace. How about we take on the initiative as a group to get one of the active gear warning systems installed in as many of our planes as possible. The choices are Height Landing System, P2, and I believe there are others. Then we petition the insurers for discount pricing due to our proactive approach. John Breda

Call salvage yards looking for Ovation or Acclaim yokes, shafts and the bellcrank behind the panel that connects both. The newer models have bronze bearings installed. You will need a DER for authorization but it will work. John Breda

You can install the J, Ovation, or even the Acclaim yokes, but you will need the yokes, yoke shafts, and connecting assembly that the forward part of the yokes are connected to. You will also need a DER or similar to sign the installation off. I have the Ovation parts in my F model. All works well. Pictures posted in my profile. John Breda

$50,000 - $70,000 differential is not much if the J has more of what you want. The biggest drawback is that you still have the F model cowling and windshield. This will make this plane a 150 kt airplane, instead of the 160 kt J. The manual J-bar is a plus. I have a 1968 F, which is highly modified and is in fact a J, but with J-bar, hydraulic flaps and turbonormalizer. It is at a minimum a 160 kt airplane, and depending upon altitude up to a 175 kt airplane at 17,000 - 18,000 ft. An F can be a very capable airplane, depending upon mods. The J has the mods, but is not as simple. I think simple is better which is why I ended up with the plane I have. But, it was a lot of work, time, and money to make it into what it is. John Breda

Now that you have a medical, you should seriously consider Basic Med as this is your opportunity to a pathway with less challenges. John Breda

It is not as complicated as you think. The late model J's had the Rochester senders installed. There may be a Mooney retrofit number. I had the J model Rochester senders in my airplane from the time of its rebuild. Everyone thinks that one needs to adhere to the original part numbers, but this is not true if the factory itself updated parts in later models of your plane. Find a mechanic who is experienced and he will advise you correctly. There are several Mooney shops in CA you might ask. This question can also be the subject of a phone call to shops like Don Maxwell, Top Gun, Lasar, Dugosh, etc... Don't overthink this one. As I recall, the exchange need not be anything more than a logbook entry. You should also pick up the three remaining rebuilt senders I have as they do fail and you will have a replacement on hand when you need them. The prices have gone crazy and I can sell them quite reasonably. I had them as back-ups as well but changed to CIES senders. John Breda Cell (617) 877-0025

The J model Rochester senders are a direct and legal exchange. I also have three rebuilt senders that have not been installed since the rebuild if you would like them as back-ups which is recommended as they do fail. John Breda Cell (617) 877-0025

I have a spin-on oil filter adapter on the Lycoming IO-360 A1A. It is not a Rajay adapter, but I think I have one if interested. John Breda Cell 617-877-0025

The split ring would be threaded to accept the end of the Manfrotto articulating Magic Arm and it would have the MyGoFlight attachment for the Ipad back plate. I'll get pictures. John Breda

One of the best paint shops is owned by Ken Reese, Robbinsville, NJ. His website is at https://www.kd-aviation.net/ His work is exquisite. He did some paint repairs for me which is the best work I have seen anywhere. John Breda

I would like to see an organized New England/Northeastern Group as well. John Breda

I have a highly modified M20F which is now essentially a J. It has speed brakes and carries 90 gallons of fuel due to the Monroy tanks. It range is over 1200 miles, with reserves, and longer LOP. It allows longer range, and allows you to purchase more cheap fuel when available. I burn 11 gallons per hour at 160-175 kys depending upon altitude due to a Rayay Turbonormalizer. The combination of the long-range tanks and turbonormalizer turns the F model into an airplane that is more capable than the J and challenges the 231. John Breda

Short Answer: Find a CFI that has sufficient Mooney time to satisfy the insurance company and list his/her on the policy. Then have your wife fly the Mooney from the left seat, with the CFI acting as pilot in command in the right seat. Your wife can then log that time as dual instruction received in the Mooney. John Breda

I'll take a picture when I am next at the hangar. MyGoFlight does not make a split ring for the Mooney. Do you think there is enough interest for me to make a few? John Breda

UPDATE: The Italian manufacturer of the adjustable, articulating Magic Arm camera mount is made by Manfrotto. An Amazon listing of their arm is: https://www.amazon.com/Manfrotto-244MICRO-Micro-Friction-Black/dp/B00WFPN640/ref=sr_1_9?dib=eyJ2IjoiMSJ9.JtxSZCyWa5440gGH35H8m-LKF9EX2Mlu7ZSAmCjqLpiUb12mu5lyrcmp91gXAx8HaeHD7RKKg3MLGlITj_ce8HbQNgmXJYE2HjitQF0TgKSlFcPBMfOHmJudgq2Xl8jE0osDquZNvx5C5VCIVRgYSHLYsGDsvvBJtpjskOsXwUqLHx9bJ4XgRvJRuYF_z-gt0YHAK3dSPwWzx4IDwz4ERwJ-Gd9q9fEW6tAJhZq3tes.nqE7ja9frKItUNSZ_27opSTxsi3PdBCLYFEQc7MFt6U&dib_tag=se&hvadid=570508130857&hvdev=c&hvlocphy=9002082&hvnetw=g&hvqmt=e&hvrand=17877925420494585967&hvtargid=kwd-1181182096&hydadcr=19109_13374998&keywords=manfrotto+magic+arm&qid=1723206593&sr=8-9 The yoke clamp that I use is also made by Manfrotto: https://www.amazon.com/Manfrotto-Super-Clamp-without-Stud/dp/B000JLM4XG/ref=pd_bxgy_thbs_d_sccl_1/130-5164836-2314820?pd_rd_w=K5ZMi&content-id=amzn1.sym.c51e3ad7-b551-4b1a-b43c-3cf69addb649&pf_rd_p=c51e3ad7-b551-4b1a-b43c-3cf69addb649&pf_rd_r=Z3RN1PCCD5ZX9PBXR4J0&pd_rd_wg=rZOXq&pd_rd_r=58e22bcb-a8e2-4257-ae5f-761d62b03d45&pd_rd_i=B000JLM4XG&psc=1 There are different models of each that are different sizes and lengths, but the quality is much better than the Chinese imitations. John Breda

I too use an Ipad Mini, MyGoFlight yoke mount, but I do not use their flexible arm. The best arm I found was from a camera supplier. It is an Italian manufacturer whose name I do not recall just now (however I can get if for you if needed). The take-home message is that the Chinese made flexible arms are cheap and less reliable. The Ipad case is a plastic back-plate that has the receiver to accept the MyGoFlight mount. The yoke mount is a RAM c-clamp. I plan on making a ring mount that clamps onto the yoke shaft (Aluminum split ring machined to fit the Mooney yoke shaft) which will be smaller than the RAM mount. John Breda

I stand corrected. John Breda

They were made of Royalite. It too is likely flammable, but is much thinner than ABS. The FAA discourages flammable parts inside the cabin. I made some fiberglass parts for my plane using polyester resin. My DER asked that then use that part as a mold and made a new flame retardant part which is now in the plane (the nose wheel cover in an F model). John Breda

I do not think ABS plastic is a flame retardant material. If it is flammable, you do not want to use much of it, and probably none of it within the cabin. Fiberglass parts can be made with antimony trioxide which makes the typical polyester resins flame retardant. The parts can be hand laid-up. You can also lay-up flat pieces of fiberglass and cut them after they are dry to make flat parts. They will be flame retardant. Fiberglass an be shaped while being formed, laid up over old parts, or over a clay mold, or cut from flat pieces and used like ABS. Also, don't forget aluminum where appropriate. John Breda

Why are you unhappy with the hydraulic system. It is a bit of a PITA to maintain if you do not have the experience and tricks as to what to do. However, once it is installed and configured it works well. When replacing the flap pump, open the system in the middle and refill the system from the flap pump forward. Be sure to push enough fluid out the front reservoir overflow so there is no air in the front 1/2 of the system, including the flap pump. You now have the flap pump and anterior part of the system filled and primed. Reconnect the outflow hose to the flap pump. Then open the rear of the system and push fluid from the front at the reservoir to the tail of the plane. Close the system when the draining fluid is air free. The system should now work, and you can then deal with the final rigging and retraction speeds. John Breda

Years ago, STC's were issued without serial numbers defining specific airplanes. The next hurdle would be to find a used autopilot that came from the make and model airplane which you have. If you satisfy these two criteria, you could install the used autopilot, and have work done to repair or restore it. STEC will not reconfigure an autopilot to a different airframe than what you have. John Breda

I took a 1968 F and turned it into a J, less inner gear doors. It is a sold 160 kt. airplane at 10,000 ft. at 75% power and 100 ROP. Full forward at 10,000 ft. it is a 168 ft. airplane at 100% power. Yes, the J cowling and 201 windshield make a great difference in speed increases compared to the F model book speeds. I never flew my airplane in its factory configuration as it was apart and not airworthy when I purchased it. Turbonormalizer increases speeds further up higher as expected. I also have all the other available gap seals and fairings as speed mods available. John Breda

What made a huge difference in my landings is to naturally be aware of speed control, but also have a solid appreciation of your vertical descent, particularly objectively knowing when you are 1-2 feet above the runway. I installed the LHS lasar system, and the 2-foot and 1-foot call-outs are a great help. Come over the numbers at 70 kts. Bleed off speed. Generally use full flaps unless there is a reason not to do so. Once in the mid-60's speed range, keep bleeding off speed, and when you hear 2-foot and 1-foot you can comfortably pull the nose up further, and slow further. The stall warning generally will go off in the 1-2-foot warning range. The airplane will then no longer be carrying excessive energy and will settle in upon landing. With strong crosswinds, I will sometimes land with speed brakes. The same airspeeds are used, but the airplane feels heavier and more stable. I do not do this often, but some of my best landings have been with speedbrakes deployed. John Breda