M20F-1968

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

The problem of making travel boards is not in actually fabricating them, but finding a set in good enough condition to copy them. Does anyone have a set which can be copied? The boards can be literally "copied" on a large scale copier, creating a technical drawing which can be copied, 1 to 1 scale. Or the outline could be copied on a CNC or water jet type machine. The scale can be engraved and riveted precisely onto the board (if aluminum) or by screws in wood. In any case you get the idea. Is there anyone who has a good set that could be used as a model. I suspect that there may be enough people interested on Mooney Space be able to fabricate a sufficient number of sets to make it worth while for a shop, and to also make it financially reasonable. Who is game? John Breda

I would be interested in a set for the F model. PM me directly or e-mail me at john.breda@gmail.com My cell phone is (617) 877-0025 I would be happy to be the highest bidder. John Breda

I just rode a Delta flight home and the seat belt buckles were made by Amsafe (same company that made my Ovation buckles). However, I noticed that the Delta airline buckles have a spring loaded mechanism separate from the actual latch you open with your hand. This secondary mechanism is what actually locks the buckle, and it does not move until the handle is opened by about 30 degrees. Perhaps a change to this type of buckle would solve the problem. I'll look at my buckles again later this weekend but I bet this may be a solution. I think our buckles release with just a minimum of opening of the buckle handle. John Breda

Airparts of Lockhaven, PA overhauls the senders. The last ones I had done were $175 each. Regarding sealing tanks, it is an art and some experience sealing specifically Mooney tanks is necessary to truly get them sealed. You can clean them by hand using Polygone gel (about $100/gal as I remember) but you will not get them as clean as the liquid sprayer process with the same chemical (Polygone). You might consider taking on a few more shifts at your regular job, make some extra bucks doing what you know, and take the plane to Weep No More. That way you know your efforts will pay off. John Breda

What I am thinking of doing is cutting out a corner of the Rosen plexiglass visor which corresponds to the size of the overhead light panel. That way, you have the larger visor, but do not have to reach under the visor at night to work the light switches. This could be done with a jeweler's saw, a flat file and/or a Dremel tool being careful not to heat up the plastic much. John Breda

The only part of my trim indicator system that is original is the trim wheel assembly and the cable. I am using the J model trim indicator and a new binder block (all with DER approval of course) which holds the outer cable housing more securely. When I got the cable lubricated well, and moving easily, there is vertually no lag. Another critical point I remember is there was about 3/4" of cable travel that was very easy. If I went either side of that, the cable would bind slightly. You can use the 2 locking nuts to position the trim cable at the trim wheel assemble (under the floor) so that the useful cable travel is in that "sweet spot" where the cable moves easily. Triflow is your friend. John Breda

Thanks for the responses. I have the seat belts with inertia reels from the Ovation and the inertia reels are welded into the airframe just like the new models. So, changing to a new inertia system does not make sense. However, if Alpha aviation has a buckle with a push button release, that would be helpful. It would even be better if that buckle would accept the other 1/2 of the Ovation buckle so that only one side need be changed. I see from their web site that they use Amsafe parts. I have Amsafe belts so that may work. I have thought of the elastic band thing but have not tried it yet. Am looking for a longer term fix. Has anyone tried turning the edge of the buckle handle down or grinding it back so the edge of the buckle is protected inside the steel frame of the buckle? The Johnson bar is so simple, I don't want to put electric gear in. Perhaps when I am 80? John Breda

The aluminum block I think you are referring to is threaded onto a steel screw (like might be seen on a metal lathe or similar machine) and is a square cross sectioned thread. The aluminum will wear with time. That assembly is a pain to disassemble. It can be done, and you could have your favorite local machinist make you a new aluminum block. If I were to have one made, I would make it from brass as it is a better bearing surface and will last longer. The square threads probably would need to be cut on a lathe with a boring bar and fitted onto the steel screw shaft you have. There could be a second cause of slop, that being in the trim mechanism itself. You meed to determine where the extra play is an eliminate it. The trim cable must be frictionless. You can lubricate it with Tri-flow. The cabin end of the trim cable must be held motionless by the screw that secures it (clamp type arrangement). The newer models did away with the trim cable with the treaded ned and two lock nuts. The later type is just a hole into which the steel cable wire is inserted and secured with a lock screw. This difference should not affect the excessive play you mention. John Breda

The long rudder started with the 1967 F and G models. The change was made t increase rudder authority. John Breda

I have a Johnson bar plane that is highly modified and has an Ovation interior. The problem I am trying to solve is, if I am not careful, I can unlatch the pilot's seat belt when putting the gear down. I thought of 1) having the seat belt re-webbed so the strap is about 2" longer, placing the buckle more into the pilots lap, 2) grinding back the edge of the part of the buckle used to open the buckle and release the seat belt. I have not yet done anything about it, as if I careful, I am learning to put the gear down without disturbing the seat belt buckle, but it takes some thought. How have people fixed this problem? John Breda

I have some new teflon, intergrally fire-sleeved oil line hoses which I did not end up using when I rebuild my plane. Let me know what lengths and fittings you need. I may have some hoses you could use. John Breda john.breda@gmail.com (617) 877-0025

I have a set of Rosens and a set of Ovation visors. I am trying to decide which to use. My plane has an Ovation interior (although installed in an F, the cabin dimensions are essentially the same in terms of width and height in the panel and windshield area. The Rosens I have when folded up cover the rocker switches in the ceiling. Do people using the Rosen visors cut away the plastic so the switches are accessible. It makes no sense to have to move the visor to operate the switches. Can anyone post a picture of the Rosens installed in an Ovation? I would like to see if I have the same visor. Thanks, John Breda

How do you find the avatar of myself or members from the home page? John Breda

Individual members' profiles and galleries seem to not be visible. Am I missing something or are these aspects of the site being worked on? John Will there be some steps made to resurrect a "members type area" so people can be found? Perhaps even an unlinked list of names and handle or some type of search. John Breda

Individual members' profiles and galleries seem to not be visible. Am I missing something or are these aspects of the site being worked on? John

I had two and sold them both after about a year. Got about $300 each. The point of the story is that they can be bought used as they are not replaced often. Call Wentworth aircraft salvage in Minnesota. They may have one on the shelf. You might also try Dallas Air Salvage as they are in the heart of Mooney land. I would not try to either fix them or substitute the switch for something else. John Breda

In answer to the retrofit O2 question and the J v. 252 question, my bird is a highly modified F, which now is essentially a J with a Johnson bar and hydraulic flaps. I retrofitted an Ovation oxygen system, with the exception of swapping out the 115 cubic ft bottle for a 55 cubic foot bottle. The install works well. I used all the factory parts and also have an Ovation style interior so placing the components into the cabin was predetermined. If you want to do such an install, I have the two original installation brackets which fit the 115 cubic foot composite bottle. As a turbonormalized IO-360 Lycoming, it is a 170-175 kt airplane at 17,000 ft on 11 gph and is simple to operate with low maintenance costs. This offers an excellent middle ground between the J and 252. John Breda

I did my high altitude chamber training only once in 2005 in Oklahoma City. It was free and was scheduled at the same time I did my initial FAA training as an Airman Medical Examiner (AME). I am sure it is still operational. I would call them about current scheduling. Having done it once, I would like to repeat as I had little warning or sensation while doing puzzles and written problems until I was out like a light. But, that too is excellent information to have about myself and my reaction to hypoxia. John Breda

I may have some that fit an Ovation. John Breda john.breda@gmail.com