M20F-1968

Call Beegles Aircraft in Greeley, CO. They are 1 hour NW of Denver. They have been in business for some 60 years and do nothing but structural work. There work is excellent. They have one guy there with a great deal of patience and a good eye. If I were to have anyone do the work it would be Beegles. I would not under any circumstances allow the sho that did the work to try to fix the damage. John Breda

I have brake calipers, disks and other parts from an Ovation. It sounds like you want the double puck brakes. E-mail me at john.breda@gmail.com or call me at (617) 877-0025. Thanks, John Breda

FYI: Mooney Factory cost on this part is about $1000. John Breda

I second the vote for Brian Kendrick. He is one of the key people that helped me with my rebuild. During the rebuild I had difficulty getting the Johnson bar adjusted. The plane went to two Mooney Service Centers without a definitive fix. Brian did some research, went to the factory and looked up some data, and found that there were three lengths of rods on which the main gear springs were installed (despite only 2 different air frame lengths at that time), found the older longer parts, and installed them for a definite fix. My Johnson Bar now operates very easily and quickly. If you know the extend of my project, you will understand the scope of Brian's abilities. He is hones, reliable and fair. John Breda

I purchased some 3M Velcro on e-bay and amazon.com. I got the part number from Aircraft Spruce so look there for the part number. It is expensive but is designed for aircraft use. You need to purchase two rolls, the hook and loop sides come separately. It seems to stick better than most Velcro. John Breda

There is no magic to the J model windshield conversion. The LASAR conversion uses Mooney Factory parts. The metal Mooney cowl deck (J model or current production will work), the metal wrap around piece that goes over the lower edge of the windshield and the windshield itself which can be purchased from LP Aero Plastics. The rest of that is needed is a the STC paperwork and or a DER to sign off approved data, and a good mechanic, with lots of time and affordable hourly rates. John Breda

This unit sleeps 6 as there are 2 puul out sofas as well. John Breda

You should be anle from an STC standpoint to put a G500 in a C model (check Garmin's STC compatibility list). I have a G600 with alot of other glass Garmin stuff in my 1968 F. You just need to design a panel that make sit work and do the paperwork for legality. John Breda

I have a week available in a two bedroom, 3 bathroom penthouse suite at Casa Bonito Rose in Cabo San Lucas. A web site showing pictures is: http://www.booking.com/hotel/mx/pueblo-bonita-rose.html?aid=356281;label=metatripad-link-dmetaus-hotel-246368_xqdz-c4be86064f919ab2ac59d19317cd4eab_los-06_bw-097_dom-com_curr-USD_gst-02_nrm-01_clkid-VknmhQokHioAABY8H70AAAAZ_tst-0;sid=7a1ec0b3122fee3903ca130d4de1417b;dcid=4;checkin=2016-02-21;checkout=2016-02-27;dist=0;group_adults=2;no_rooms=1;room1=A%2CA;sb_price_type=total;srfid=ec2dd3d88eb61a991108f8df5b6312cd403c765dX1;type=total;ucfs=1& or you can just do a google search. It is a two bedroom, three bathroom, with kitchen, balcony. It is a very large space on the 6th floor. It is for the 51st week of the year (12/20 - 26 - I'll confirm the arrival and departure dates). There is only one such unit and goes easily for $500/night or more. I am asking $2900.00 for the week but can negotiate that a bit. It would be a good Mooney trip from the west coast. I have the week paid for but can not use it. If you are interested, please call me at (617) 877-0025 or e-mail me at john.breda@yahoo.com

What model and year are the planes you are parting out. Do you have long/smooth rudder, ailerons, flaps, smooth elevators? John Breda (617) 877-0025 john.breda@gmail.com

Give me a call at (617) 877-0025. It looks like I am going to buy a Power Tow and could use these if so. You could also e-mail me at john.breda@gmail.com John Breda

I have installed the pin. Yes, it is a fussy install. You mark your spot, drill a smaller hole for the pin to insert in the airframe, and SLOWLY taking only a small amount of aluminum off at a time, file, or use a Dremel tool, to remove metal until the pin just clears the hole and there is no ability for the door to pull open due top the outside low pressure about the plane. Slowing with patience otherwise you will screw it up. John Breda

Bob - Thanks for the mathematical version of your thinking process. No, not sorry that I asked. Guess that makes me a nerd as well. As my post states, I am a frustrated engineer, and as my plane suggests, I don't shy away from projects. Danb - Your post makes me want to play with the AOA more. Have it installed but still learning about the plane and its avionics. John Breda

For what it is worth - I have an Ovation Fuel selector and gascolator, both with 400 hrs total that I will not use. I bought them when I was rebuilding my F thinking I may have use for them. That did not happen. If anyone needs them email me at john.breda@gmail.com Thanks, John Breda

Bob: your "bottom line" is assumed stall speed of 58 knots adjusted by + 1.5(fuel weight + payload)/100 what assumptions provide the 58 and the 1.5 ? John Breda

I would be careful about rugs in the hanger at least under the plane. They will hold moisture and be a possible predisposing factor relative to corrosion. John Breda

I decided to find a permanent fix for this problem and build an aluminum housing which screws to the floor (actually into the fuel selector using 4 screws) and has an internal steel shaft. The assembly raises the fuel selector handle up of the floor by about 3". The steel shaft is held onto the fuel selector by 3 independent mechanisms: 1) geometry of the parts so that it can not come off when assembly in put together 2) roll pin and slot 3) set screw. All done with DER approval and proper documentation and sign-offs. You can see it in my gallery pictures. John Breda

Nicely done. I would be interested in your process as well as anyone who may have a set of travel boards which could be used to copy. Your obviously are for the R model and I believe are different. I would be interewted in copying the travel boards for the F and J. John Breda

The Johnson bar is one item that needs to reliably work. Without a question, I would contact LASAR and purchase their new downlock block. They make a PMA part that is identical to the original. They can fit your thumb lock to the new part, or you can do it yourself. It is nothing but a "U" shaped pin filed to a sharp edge which fits into the Johnson Bar handle, a spring and the thumb plate which you physically press. Very simple to clean and adjust. The $400 or so you pay LASAR for their part is cheap insurance. Two machine screws hold in the assembly and it can be changed while up on jacks. John Breda

The turbonormalizing will work with the J model cowling with no cooling issues. It will not work with a Lopresti cowling without seriously modifying the air inlet openings to make them larger. John Breda

Oops - I was multitasking at the time. The calculation should be: 160 kts/hr = 185 mph 94 gallons at 11gph = 8.5 hrs Thus, range with ith 1 hr reserve: 7.5 X 185 = 1,387.50 statute miles I stuck an extra number in there somewhere. (or found a way to defy physics). John Breda

Oops - I was multitasking at the time. The calculation should be: 160 kts/hr = 185 mph 94 gallons at 11gph = 8.5 hrs Thus, range with ith 1 hr reserve: 7.5 X 185 = 1,387.50 statute miles I stuck an extra number in there somewhere. (or found a way to defy physics). John Breda

Also, it answer to the first post, I have done all of the speed mods I can think of. It does not have inner gear doors however due to the Johnson Bar. It has all gap seals, one piece belly, J model cowling and windshield, overlapping gear doors, tail side fairings, wing root fairings, hinge covers (except for outer flap hinge covers), Ovation door hardware, NACA side vents, Ovation dorsal fine with NACA duct, retractable step, 1/4" glass. John Breda

Thanks for the nice comments earlier in the thread. I did my instrument training in a Grumman Tiger. All my time from 50 hrs - 125 was done in Oregon, in actual conditions, dual, working toward my Instrument license. It is a fun little plane, but certainly not as stable nor as substantial as the Mooney. It is a sensitive, slippery plane, but the Mooney is still more stable, feels heavier on the controls but just as sensitive, is more stable and is faster. To its credit, the canopy of the Tiger is fun and easier to get in and out of. For what it is worth, some numbers on my plane are: 10,000 ft = 162 kts true (that is with 90 gallons onboard) 17,000 ft = 170-175 kts true - still testing at this altitude carries 94 gallons. At 160 kts/hr = 14,730 mile range with >10 gallons reserve When you are in the CB club, you can load up on cheap avgas even if you are not taking a long trip. 986 useful load Turbonormalizing makes it a very different airplane than normally aspirated, without the maintenance complexities of turbocharging. Simplicity of the IO-360, not nose heavy. John Breda