M20F-1968

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

What are the legal ramifications of using these? Is there any approved use in certified aircraft that can be used for justification? John Breda

I watched the weather since Monday as I was planning to go to this seminar. Wed. ATC thought that the front would move through and the weather would improve late Thursday going into Fri morning. By Thursday morning it was clear that the front had become more stationary with convective sigmets all along the coast from Boston to Atlantic City. At that point it was a no go by all measures. I would have liked the seminar to have been cancelled, rescheduled, or at least delayed a day or prolonged. That would have removed the temptation to go despite the conditions. I made the decision not to go Thursday morning. As a physician, I know of the time pressures involved to be in a certain place at a certain time, and the pressures of adhering to a patient schedule. When I learned to fly, I was a professional musician thinking about medical school. My flight instructor told me that I was entering a profession that had the highest rate of accidents. I think the pressures of practicing medicine are part of that statistic that all of us in medicine (as other professions) have to be aware of and respect. Remember the risk reward equation every time you think you need to be somewhere. This is a tragic loss and my prayers go to the family and all involved. John Breda

I am located in eastern MA and central NH. I knew of the MSC when it was in Bedford with Joe Frisolone. Then they moved to Nashua under the name of Infinity. If there are Mooney owners who have experience with the present group, please e-mail me at john.breda@gmail.com, call me at (617) 877-0025 or contact me privately here as I would like to know your experiences. I am looking for local maintenance. Thanks, John Breda

You will need to run a wire to you panel in any case. For what it is worth, I have an essentially new three band Artex Model 110-320 ELT rod antenna which new is about $800. It is on e-bay for $499. I would like to sell it and would take offers. I have one on my plane if you wish to see pictures. Thanks, John Breda

I am sorting out a manifold sensor issue. I installed a JPI 930 and it has their earlier style manifold sensor. Initially I was using the original aluminum tubing to connect to the manifold sensor. The manifold sensor was installed to the left side of the engine baffling by adel clamps. The adel clamps broke twice and the mounting was changed to a hard aluminum block, milled out to accept the sensor. The mounting now is not a problem. However, I initially connected the sensor and it worked. I had to change a mounting bolt and moved the sensor about 1/2". The manifold gauge started acting in an unreliable manner. Since then I changed the line to a new flexible rubber line and the 930 still shows variable readings for manifold pressure. There was a #60 (approx) drill size hole (about 0.040") in the original aluminum line. I no longer have this breather hole. It supposedly acts to dampen pressure differences seen from the cylinder. My question is: 1) should the sensor be taken off the engine baffling and put on the engine mount or firewall to minimize vibration 2) should I introduce a 0.040" breather hold by drilling one of the fittings 3) JPI makes this sensor but no longer uses it - should I just upgrade to their newer sensor. any ideas? Thanks, John Breda

Looking for the performance numbers, V speeds, take-off and landing charts. It seems that as Mooney recognized the capability of the different models over the years, the speeds, gear speeds, V speeds, landing and take-off distances etc have changed. I am wondering if these numbers stayed the same for the F over the 10 years or so it was made, of if these numbers changed in later years as well. More specifically, the J is basically a J with cleaned up aerodynamics. But, the V speeds, Vno, maneuvering speeds, flap and gear speeds were updated. Just curious if the later F models were updated as well. John