M20F-1968

Put a ferry tank in the back seat of the plane if need be and fly it to weep no more. You can get a DAR to issue the ferry permit (Much more reliable than trying to get the FAA to do it). They may not allow flight on the bad tanks due to posiible engine stoppage, but they should allow a ferry tank. The other argument that may waor, which is not ideal, is if you have a problem with one bad take, there is another tank to get you on the ground. In any case, seek a ferry permit from a DAR. I would not go bladders, strip and reseal. Get is touch with Weep No More. Maybe Paul could help out on location. John Breda

I have been doing some follow-up on my conversations with B & C from when I was at Oshkosh. There is a B & C oil filter adapter that will work on the E, F and G models (and presumable the J models as well) with a 3" spacer under it. The B & C part number is BC700-1 and is STC approved for the Lycoming IO-360. The problem in the past is that there was only a 2.5" approved spacer which would not be long enough to allow the oil filter to clear the engine mount. There exists a 3" spacer, but it is not STC approved. It is made for the experimental market. This is only because when B & C sought out the STC approval, they never thought they would need anything longer than the 2.5" version. Apparently, there are a few E, F and G owners who have successfully gotten a field approval for the 3" spacer. I would like to know if anyone on Mooneyspace has the 3" spacer and oil filter adapter installed as I will bee seeking approval to put it on my plane. You can e-mail me here, or at john.breda@gmail.com, or call me at (617) 877-0025. Thanks, John Breda

I have not checked the most recent cost, but I understand it has doubled and they were expensive before. John Breda

That winning bid was me. I bought them to use as standards. John Breda

I have made 2 sets for myself, and will consider making these but they are very time consuming to make. Several individuals have e-mailed me asking about them. If we could start a list somewhere on Mooneyspace (or by messaging me) of people who want these, I could consider doing this as a spring project (when the carpenter's shop is not as cold and doesn't need to be fed wood to heat it). John Breda

Russell Stalling at SWTA had an STC'd cowling that used a Hartzell spinner and a bulkhead that installed to the rear of the prop hub. That bulkhead has been resistant to cracking. Call Hartzell or SWTA and see what they can offer you. (I understand that SWTA has been bough and is still operating). John Breda

I was considering the G5 as a back-up to the G600. Perhaps Garmin themselves may be able to define this further since they hold both the STC's. John Breda

So if the G5 is certified as a primary unit, and I already have a G600 which is primary, why can a G5 not be used in a lesser role as back-up to another unit certified as primary? It seems the FAA would be happier that 2 primary capable units are installed. John Breda

I started this thread to get some ideas on how I might proceed with a back-up attitude indicator. I have a modern panel with G-600, a 2" electric Midcontinent attitude indicator (without the back-up battery) and a vacuum Sigma Tek 3 1/4" attitude indicator. (For those who are thinking, why does he have 3, the answer lies in the time it took to finish my rebuild. The panel started with steam gauges and ended up as a glass panel). I need to overhaul the gyro, and maybe replace the vacuum pump. I have a 1968F so I need to keep the vacuum pump to operate the retractable step. My question is, do I keep the vacuum attitude indicator given that it is true redundancy and will survive an electrical failure (unlikely that both an electrical failure and a vacuum failure will occur on the same flight)? Or, alternatively, do I remove the vacuum attitude indicator and replace it with a Garmin G5 which has a battery and will provide 2-4 hours of flight time in an emergency? Is there something else I should put in the 3 1/4" hole in the panel? The rest of the equipment is Garmin 600, 750, 650, S-Tec 60-2 with altitude pre-selector, Ryan TCAD, GDL-69. Pictures of my panel are on my profile. The attitude indicator in question is mounted below the G600 and just above the pilot's yoke. There are advantages each way. Wanted to get a consensus opinion. John Breda

This post made me go looking for a torque screwdriver. Snap-on (and CDI which is also Snap-on) models can be found. They list for over $200 (actual retail $245) but found a new one 5-40 Ft/lbs, for $114.00. Looks like a good tool by a good maker. (CDI is the same tool made for industrial marketing). John Breda

Marauder is correct (but it is a 68 not a 67). I took a 68 F and put a J model cowling on it along with the 201 windshield, 201/Ovation cowl deck, new side panels with the NACA ducts, one piece belly, new roof and new ventilation system. Quite a bit of work. If I had to choose between rebuilding a 201 cowling and putting in a turbo normalizer v. a Lopresti Cowling, I would go with the 201 cowling and turbo every time. The Lopresti Cowling is lighter, but I am not sure of its potential longevity as I do not believe there is any metal in it at all, and this is also true of the cowl flaps. The turbo mod gives you something that the Lopresti cowl will never give you and that is altitude, climb and power at altitude. The is invaluable. Makes the older Mooneys very different airplanes. I would rebuild the J cowling and put money into a turbo. John Breda

Try: Aircraft Engravers 151 N Granby Rd. Granby, CT 06035 860-653-2780

I did my instrument training in a Grumman Tiger. All my time from 50 hrs to 125 hrs were done with an instructor in actual conditions in Oregon training for my IFR ticket and building time in actual conditions while doing so. I have a rebuilt 1968 Mooney F now which I made into a modern aircraft. There is no comparison between the Mooney and the Grumman. Likewise, the E will give you much more potential if you upgrade it over time, but you have to want to do that. The Mooney is a much more stable, pleasurable, high performance aircraft. You will also have the ability to make it into the aircraft you want it to be. I would say, buy the E, keep it in its hangar and turn the hanger into a refurbishment shop. Just plan the work so as to keep the airplane flying while you do the work. John Breda

That was supposed to say: Increase the value of your F (or even E for that matter) and put a RayJay Turbonormalizer in it. I just know where you can find one. John Breda

Increase the value of your a and put a RayJay Turbonormalizer in it. I just know where you can find one. John Breda

I have a 1968 F, I mean 2014 J, I mean 2014 MSE, professionally appraised for $206,000.00. With this article, how much do you think I can get? John Breda

I too am interested. I am located at KTAN (near New Bedford and Providence, RI). I would love to share safety pilot duties. John Breda

I may have a replacement for you from my 67 F. If you need a replacement I'll look through my parts. John Breda

I had occasion to fly to Long Island several times in the past few months. Taking off at night from an airport close to the shore, on certain dark nights with poor reference to the horizon, required reference to instruments on climb out, particularly while close to the ground. You can never have enough training and experience. We are taught that as soon as you do not have a horizon you are to be on instruments. This can happen in a number of different scenarios. There is simply insufficient training as part of the PPL to give a new pilot enough experience to get him/herself out of trouble on instruments alone. He/she may not even recognize that trouble is at the doorstep. I am an advocate that everyone seeking to fly at night or in other than solid VFR conditions be IFR rated. VFR flight on a flight plan in busy regions (Boston, NYC, Chicago etc...) also provides separation which is beneficial even with TCAD. John Breda

I installed HID lights for both landing and Taxi when I did my rebuild. (I have an F model, but have the Ovation lights mounted in the wings, one taxi, one landing on each side). They are great. I would think any HID brand would work, just need approved 337. Any STC by the manufacturer for a certified airplane should work for approved data. John Breda

A gear driven alternator is a way to go if you have a place for it on your accessory case. I have an air driven RAT (air driven alternator), deployed by mechanical cable. Used to drive basic flight instruments wired to an emergency bus. It is mounted of the L side instrument bay door. John Breda

FYI: I was at Oshkosh last August and bought 2 pieces of pink memory foam. I am at work so I do not have the exact dimensions, but as I recall each is about 24" X 24" X 3/4". I paid $20.00 a piece which was significantly less that the shop's usual retail (I bought it from one of the aircraft supplier's displays at Oshkosh). I was going to put them on e-bay, but if anyone can use them, make me an offer. I can post a picture and can get exact measurements. John Breda

You may just want to let LASAR rebuild the pump. It can be a bit tricky so I am told. John Breda

1968 F, 980 useful load fuel and people, 90 gallon tanks John Breda

I have that part. Please either call me at (617) 877-0025 or e-mail me here or at my e-mail which is john.breda@gmail.com Thanks, John Breda