M20F-1968

I have a 1968 which has a retractable step. It was made in late 1967 and a 1968 airworthiness certificate and sign-off. (Also, twisted wing). John Breda

Contact Skybolt. They have a direct replacement for the 2000 series camocks that are stainless steel. John Breda

I try to leave my plane at a location where it will not need to be moved. If I do not trust that the FBO will keep their word that it will not be moved, then I use this: Still does not completely remove the risk of scooper tugs without a turnstyle. Just need to make sure it is removed before flight. John Breda Do Not Tow-1.pdf Do Not Tow-2.pdf

I need to pick-up my plane at Trenton-Robbinsville NJ Airport (N87) this Wednesday (3/18) morning. I am trying to stay off of the airlines and trains given the state of the world just now. I thought I would put this out there. Is there anyone headed in that direction, anyone that needs to go to Air-Mods (Mooney Service Center) or anyone that would want to log some time with financial support? I am leaving from eastern Massachusetts (near OWD). I can be reached at (617) 877-0025, e-mail: john.breda@gmail.com, or here. Thanks and be safe, John Breda

For those of use that have only one battery and one alternator, and did not want a 20 minute or so limitation on back-up power, there is this: http://www.basicaircraft.com/turbo-alternator-bae-14-28.asp http://www.basicaircraft.com/gallery/turbo-alternator-bae-14-28.asp I have a full two Avionics masters, #1 is an emergency bus and #2 everything else. The Turbo alternator will power the emergency bus and what else you may wish to ad as needed. As long as you have airspeed (and it is not iced up - and if it is you have bigger problems), it will supply power. A full set of traditional back-up instruments, including 3 Artificial horizons, G-600, 2" Midcontinent and 3" SigmaTek Vacuum adds redundency. John Breda

The A1A is not a counterweighted engine. John Breda

I have a 1968 F model with a RaJay Turbo Normalizer. Mine is highly modified and I thought of putting MT prop on it when I did the rebuild. I was cautioned against that since the RaJay STC was designed to be used with the Hartsell prop, and using a different would require vibration testing to be legal. Given that I have so many modifications on the airplane already I chose to forgo a prop change and stay with that already approved. The issue is whether the two STC'd parts (prop and turbonormalized engine) would work together at all altitudes. You may want to check you documentation for what authority was relied upon to use this combination. John Breda

I have several Rochester Fuel Senders for an an F or J model (likely the same for others) that have been recently overhauled for my spare parts collection which I will not be needing. I upgraded to a digital JPI 930 that will accept digital input from the senders and will not be needing the Rochester Resistive senders. I have these at back-up since they do need service, and when they do, I have a newly rebuilt on ready to go. But, now that I am going ll digital I will not need them. For those of you who have the Rochester resistive senders, one ready to go a annual is a nice thing to have. E-mail me at john.breda@gmail.com or phone me at (617) 877-0025 and let me know what you need. I have the right and left outboard senders and the inboard senders. Paperwork on overhaul is available as well. John Breda

What was your main tire pressure on the involved side? John Breda

It was a difference is ground handling that caused me to ask the question. I thought that since the nose gear turning limits seemed to be asymmetrical (that is only an observation from ground handling - I do not have the turning limit graphic on my airplane), that asymmetry may also be present in the rudder. I can check this with travel boards as well. John Breda

With L crosswind you are using rgt rudder. If the plane turns tighter to the rigt, that would also assume greater rudder authority when bringing the nose rgt in a Left crosswind. I believe there is a mechanical reason why rgt turns on the ground are tighter than left turns. In any case, the end result is that there is apparent greater rudder movement/rudder authority with the rgt rudder. In airports like mine where there seems to be a 90 degree crosswind 1/2 of the time, perhaps it is best to enter the end giving a L crosswind. John Breda

When moving my F model with a towbar on the ground, the turning radius is different from Rgt to Left (As I remember a tighter turn is possible to the right). I assume the rudder has more authority on the right as well since the nosewheel movement is integrated into the rudder system. I assume this is the reason for this post describing more crosswind capability with a Left crosswind than a right crosswind. John Breda

When I did my rebuild, I redesigned my panel 2X and then when the G600 came out, redesigned it again. The end result is that I have three attitude indicators. One in the G600 driven by AHRS. A second 3" vacuum and a third 2" electric. I kept the vacuum system due to the retractable step. Thus, I always have 2 back-up attitude indicators in the panel and running. The delays in response time using an Ipad touch screen just to pull up approach plates and airport data is annoying and distracting to me. I would not want to be using an Ipad as a component of what I am using as a primary flight instrument. The back-up instrument needs to be as reliable as what it replaces. John Breda

Here's mine: 1968 F model John Breda

What are you using for fuel gauges, the original gauges or electronic? I have a JPI 930 and the fuel pressure fluctuated arbitrarily for some time. The problem was solved by installing a snubber just before the fuel sensor. The manufacturer is Chemiquip and the snubber has a porosity 40 microns which is designed for light oils. John Breda

For those of us with Johnson Bars, we all need to tug down on the J-bar handle to be sure it is locked in place. If you do this routinely (and you should) this will insure that you are checking a gear down and locked condition. I was taught to put the gear down mid-field on downwind (or abeam the numbers) and at the FAF on ILS approach. If trimmed properly, the gear down should set-up a 3% descent (or about 500 ft per min). I was also taught to do it the same every time. John Breda

I have a P2 gear warning system installed. Installation is not difficult. The system relies on airspeed and (at least in my F) throttle position. It is worth its cost. The gear warning is a male voice for gear down for landing, and a repeating female voice saying Gear, Gear... for gear not down. It also reports gear overspeed. It do not use these other 2 functions, but reports stalls verbally (I have a Proscan annunciator which already does that.) and has an hookup for a Hobbs meter which records flight time. I would highly recommend this install. John Breda

I wired my baggage compartment light switch with a 3-position rocker switch. Middle position is off, One side is on all the time (should back seat passengers want to look for something in the baggage compartment) and the 3rd position is on, but the light shuts off when the baggage compartment door is closed. john Breda

Also, as has been said already, the fasteners next to the spinner should be two bolts and nutplates. John Breda

I had the same experience. Replacing the old spring fixed the problem. Take your old spring to your local ACE Hardware store. They have a spring that will work which looks identical in their spring assortment. John Breda

Highly recommend one of Mountain High's O2D2 on demand oxygen pulse systems. Website: https://www.mhoxygen.com/product-category/portable-pulse-demand/o2d2/ I flew 38 hours in 2 weeks, and my O2 psi only went down about 200 psi over the 2 weeks. John Breda

Installing Rgt sided rudder pedals and brakes are not difficult and not difficult to bleed. You want to use the arrangement without the shuttle valve - Mooney used several configurations over the years. I spoke with Bill Wheat about this when I installed them in my airplane. I am glad I did. John Breda

I have a system from a 1998 Ovation. It was installed in its entirety. I originally installed the 115 cubic foot bottle, then down sized to a 55 cubic foot bottle to save weight. The original system works well. Scott 2 stage regulator with altitude compensation. I retrofitted the entire Ovation interior into my F model, so it has the O2 shut-off valve next to the pilot's L knee, and O2 Outlets in the headliner, outside filler access. I have the original Scott O2 Bottle brackets (two) used to mount the 115 cubic foot bottle into the airplane if interested. A new Kevlar bottle is about $1500.00. The Scott 2 stage regulator is quite expensive and you should probably look for a used one and have it rebuilt. The installation is doable. John Breda

With a Johnson Bar Mooney, the single green light actually tells you NOTHING. It is a single microswitch with a long level, which is pushed by the tip of the Johnson Bar when to handle is "properly engaged" in the block. When the green light is on, it may be comforting, but if the switch alignment is not proper or loose, the light may be lying to you. More reliable is a pull on the handle. If the handle is properly engaged in the block, and the spring-loaded thumb-lock is engaged into the recess in the Johnson Bar handle, and if you can not pull the bar down, that information if far more definitive and reliable than a light. Likewise, in an electric gear Mooney, if switches are sticking or rigged improperly, a similar unreliable condition is conceivable. An added advantage of the Johnson Bar is it it is your plane, and it has been rigged properly, and has always worked easily, the likelihood of something being bent to the point of being non-functional is improbable. Given everything is rigged as one system, if one wheel is down they all should be. John Breda