M20F-1968

Remember to fly the airplane first. Get some altitude and fuss with the J bar later if it is giving you problems. Don't be distracted close to the ground. My F model climbs quite nicely with the gear extended. In fact, it will climb with full flaps and gear extended such as in a go around. It will still climb, but less well with gear, flaps and speed brakes extended. John Breda

David, Yes, the J model size inlets will work fine. There is no cooling issues with a J model cowling, however cowling modifications to the J model cowling include side louvers and a center fixed cowl outlet just in front of the nose gear. Those could be put on after the fact if anyone was doing the conversion. John Breda

Be safe: Find a set of used Meyers jacks and an engine hoist from Harbor Freight. You will not regret it. John Breda

Dave, I might make a suggestion: You might make the air inlets larger which would accommodate at turbonormalizer. The inlet could be then decreased with a fiberglass insert wet mounted so it is properly bonded when customer is not interested in a turbo. With RayJay back in business, there may be turbonormalized options on the horizon. The air intakes on the Lopresti cowling are too small to accommodate a turbo (think Acclaim v. Ovation inlets). Just a thought which might leave options open to give some unexpected utility to the fleet. I like the shape of the cowling. Hope the silhouette is as streamlined. John Breda

Shops do not have the technical data to perform a full overhaul, but rather perform "repairs." It would be helpful to get the technical data on overhauls out to the accessory shops so that there are choices on who can perform the work. Having one facility providing overhaul scavenge pumps as occurs now is insufficient and does not provide the necessary competition in the markeplace. Cores are also hard to come by, so overhaul shops are needed. John Breda

I know nothing about this since I do not have a shuttle valve in my system, but some Mooneys have a shuttle valve that separates the left and rgt brakes. I do not know if you have dual brakes either, but if you do, it might be worth considering if there is a shuttle valve in place. John Breda

This is likely flyable, but you may need a ferry permit to be legal. Skin needs to be changed. When apart the underlying structure will be assessed. I would do what you need to do in order to bring it to Beegles Aircraft, Greeley, CO. They do this type of work regularly and do it as well as anyone, if not better. John Breda

Thanks for your reply. My persistence is both a virtue and a curse. In the end, I had to see this one through. Thanks for your offer and will be in touch. The next few weeks a pretty busy but I look forward to talking again. John Breda

Shadrach, I would be interested in engaging in similar discussions with you as well. I have tested LOP and the plane flies well with that configuration, but have been running 100 ROP until I am sure I have learned proper procedures to run LOP along with any warnings. John Breda

I do not recall the chemicals used, and I think I used Lexan as opposed to plexiglass, however I did not use glues to make the laminated slider ends. I used a chemical that looked and had the consistency of water. It was a solvent and softened the plastic layers and bonded them together when clamped together. I did some homework and found the solvent which was appropriate, then assembled the pasts and clamped them together overnight. A standard nut-plate between the 2 pieces provides the threads for the machine screw. John Breda

See attached picture. I made new sliders from plexiglass (maybe it was lexan) and imbedded a nut plate between two sheets of the material glued together. The screw captures an eyelet on the end if the cable. No way it can come apart. John Breda

See attached picture. I made new sliders from plexiglass (maybe it was lexan) and imbedded a nut plate between two sheets of the material glued together. The screw captures an eyelet on the end if the cable. No way it can come apart. John Breda Flap&trim-4.bmp

If anyone wants to play with this, I put a manifold on e-bay that will cascade six O2 bottles. It needs to be cleaned, may be modified for perhaps 3 or 4 bottles. I do not believe it leaks as it was being used to cascade Oxygen bottles before I acquired it. The link is: https://www.ebay.com/itm/143002173599 Let me know if interested. Unmarked (without gas Co name so they cane be refilled), refurbished 300 cubic foot steel Oxygen bottles can be purchased for about $100 each. Offers accepted on the manifold. Trying to make room. You can reach me at (617) 877-0025. E-mail: john.breda@gmail.com John Breda

You will want to get new one from the factory. They are not that expensive, all things considered. Last I look they were about $350 each. They are order my model, and come predirilled abu you can request them to be un-drilled I believe. John Breda

For what it is worth, I have one sheepskin seat cover which is a cream/tan color. It fits well over the back of my Ovation pilot seat, however the seat bottom is about 2" deeper than needed. I think I will order 2 seat covers which are custom made so I will not be using this one. I most likely will have covers made that have the sheepskin only on the face of the seat back and seat bottom. The sides will be regular leather to minimize the bulk between the seat and the side panels and in between the seats where the Johnson bar travels. The seat that I have could be readily sewn to accommodate the exact depth of your seat. There is enough sheepskin there for tailoring. I am thinking $150 takes it delivered to continental US. I can be reached at (617) 877-0025 or e-mail at john.breda@gmail.com. Pictures are attached. John Breda

I have a 1968 F model and the POH data is scant at best. I am wondering if the POH for a later model F may be more complete. Does anyone had an electronic version of a late model F they could e-mail to me. I am refining a checklist booklet and would like more complete performance data. Perhaps maybe a J model POH would also be helpful, as my plane is essentially now a J. My e-mail is john.breda@gmail. com My cell is (617) 877-0025. Thanks, John Breda

The appraiser is certified by the National Aircraft Appraisers Association (of which I know nothing). Given the ever escalating prices of new aircraft, unusual examples of of vintage planes should follow suit, based on their equipment and capability. John Breda

I can not be specific on that one. He is a licensed aircraft appraiser on Long Island. I contacted him when I started looking for insurance as Avemco stated they would insure the airplane for what it was appraised at. I assume as a licensed appraiser he has collected information over the years. He was influenced by the degree of restoration (which is complete), the modifications turning it into a modern airplane, and the equipment in the plane. He used the words, "This aircraft has had many upgrades and modifications that have rendered this aircraft most likely a one of a kind and probably one of the most expensive 1968 Mooney M20F's out there." Two years ago it was appraised at $206,587.00. Due to some additional upgrades and market conditions, it is now insured higher than this appraisal. John Breda

Jimmy, The fleet of vintage Mooney aircraft has become very diverse and very difficult for a buyer to put a value on. There are subjective numbers that could be assessed, namely what a buyer "feels" an aircraft equipped in a particular way and/or condition is worth to him/her. However, if there were a repository of objective data available to the Mooney buyer of what an aircraft sold for in the past, or what aircraft is professionally appraised for, along with its condition and equipment, there would be a way to compare the validity of a buyer's subjective feelings against retrospective objective data. I say this as an owner of a unique 1968 F model, rebuilt to be a modern aircraft, and that is (I believe) professionally appraised and insured as likely the most expensive F model out there. Planes like mine define the envelope, and the majority define the middle of the bell curve. Perhaps a repository of objective data such as this can be of monetary value to future buyers and sellers. An objective databank such as this would enhance communication as to the financial state of the Mooney fleet and add stability given the historical data. John Breda

I have a set of wing covers that I can sell cheap. If you send me your e-mail I'll get a picture sent off to you. My e-mail is john.breda@gmail.com. They will serve you until you can bet a hangar. John Breda

Call Beegles Aircraft, Greeley, CO. They have the skill and patience to reskin both sides properly. John Breda

So I bought new tubing, both acrylic and polycarbonate. They are in long lengths. 1/4" wall thickness and 1/8" ID. I tried a 4 foot length of polycarbonate and it held the fuel level fine. Once I shorten it it should work even better. The acrylic tubing is 6 feet in length and have not tried it. Now to find time to drain the tanks and do the work. John Breda

I have some information about that part. I made a fiberglass version with a J model trim and flap indicator. I think you can see it in my profile pictures. If not, I can send you a pic. My e-mail is john.breda@gmail.com, cell phone (617) 877-0025. Thanks, John Breda

Just sent you a PM. John Breda

I just tried to google search your part number, 470930-9018. A number of sources come up. John Breda