M20F-1968

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

I have a 1968 F (highly modified though) and have the 1968 POH. I was wondering in the performance numbers published in the POH for later F model years are any different than those published in 1968. As we see, the performance numbers for all of the models have seemed to improve across the board, some changes due to airframe improvements or changes, but some changes in the numbers seem to be (especially in the vintage planes) due to the fact that Mooney learned more about the true capability of its product as the years went by. Does anyone have an electronic copy of the POH for a later F that I could compare to. And yes, I could make comparisons to the early J's as well, since that is what my plane is at this point, but with manual gear and hydraulic flaps. Thanks, John Breda

You will need an approval. Forget field approvals as the FAA will not do it. SW Texas aviation had an STC panel which allowed the use of the J model gauges but I do not think he is doing this any longer. You can call Russell Stallings and ask if he will sell you the STC. Otherwise, you can hire a DER who can give you the authority to use the J model gauges in your early model plane. Or you can simply put in the JPI 830 or 930 which is the best route to take. John Breda

In general, is the use of leading edge tape recommended or is it just a PITA? John Breda

The caps, if they look like the usual ones, probably have been changed. I believe the caps used with bladders have a different neck installed in the tank and look different from the outside. If it is an F, it has 32 gallons per side unless it has extended tanks in which case it will have 2 fuel caps each side. John Breda

I have a rebuilt original RayJay system for an E or F (could also accommodate a J with the help of a DER) which I which I will sell for $15,000 or less depending on the turbo included. This can be a great way for someone to add a whole lot of utility to the normally aspirated IO-360 powered Mooney. John Breda e-mail: john.breda@gmail.com Cell: (617) 877-0025

You can try calling Brian Kendrick. He used to work for the Mooney factory service center and now works for himself. He is working out of San Marcos. PM me for more info. John Breda

So I have a recently upgraded 330 now 330ES, is there additional software or upgrades I need to install? Is there a contact number for Garmin tech support where you do not need to wait forever to get someone to answer? John Breda

Congratulations. I too own a 68 F. Does yours have a twisted wing? Can ou post pictures? John

Why can you not spend your money to put in a new circuit with an LED landing light and new modern switch. You can get a DER to sign it off if you need to. As long as he has proper approved data to work with, you can make the modifications. John Breda

This sounds very strang: 1) the flaps when not connected to the hydraulic actuator should move up/down symmetrically as they are attached and in flight operated by one actuator. If they do not move together and symmetrically stop everything and first figure own what is mechanically wrong - meaning bent. 2) If you have not serviced the system in a very long time - just drain the system and change the hoses. The cost is cheap v. your time spent. While the system is apart, test the hydraulic pump for its action and retraction speed. LASAR can do this for you if you send them the flap pump. Also rebuild the seals in the flap hydraulic pump and actuator. Not very expensive. 3) put it all together and fill with hydraulic fluid. Bleed as necessary. 4) You should then be pretty close to working normally. John Breda

The Maglights are reliable. You can put a red lins in then which they can provide, or use a red theatre gel cut into a small circle which can fit into the flashlight. I have a 2 D cell maglight type flashlight with a push/pull device that changes the light from white to red and another similar light that changes from red/white with the push/pull of the head. There is another type of LED light that has 2 on/off buttons, one for red and one for white. The reliable ones are out there. Amazon and the pilot shops are a good place to start. John Breda

I used the Whelen LED beacon. Much brighter, less current draw and no mechanically driven parts. Thus more reliable and less weight. Use use an adapter ring mounted to the airframe which screws in like the old beacon, and the Whelen LED beacon mounts to that with screws. John Breda

The E, F, and J position the engine in the same place. The same engine mount is used when you convert an E or F to a J cowling. You weld on the cowl flap harward but the rest of the mount is the same. John Breda

I learned to fly in Hillsboro, Oregon. For the PPL there were lots of grass fields where you could get experience. Then I started working on my instrument license at 50 hrs. All of my time from 50 hrs to 125 hrs (which was needed for the instrument ticket) was done in Oregon, in actual conditions. This is something you can only do in the Pacific Northwest. John Breda

It's like building an Ovation but with a different engine. Perhaps even more due to two different air frames on the assembly line. Cost would be expected to be similar to the Ovation, but for maybe a differential in the engine costs. If they do anything like a 201, I would expect it to be composite cabin with a metal (or composite) wing. John Breda

For anyone interested, I also have a clean wing from a 1967 F model. John Breda e-mail: john.breda@gmail.com Cell: (617) 877-0025

Here are some pictures. I have 2 of them. They are only stamped with MADE IN USA and the letters AC. They move freely and were functioning when removed. What would you say to $150.00 for the pair plus shipping? John Breda

The other aspect of this that is unavailable is the exhaust and wastegate. No one will build a new system without an old run-out system to start with. Further, you would need the welding jigs to make the exhaust parts. The man that made mine used to work at RayJay and had the original jigs which he took with him when he left the company. I needed to purchase an old run-out system (for $5,000-$6,000 each) in order to have the parts to "rebuild" and make new parts. Given the paperwork, and new parts, what I am offering is quite unique and you will not find it elsewhere. John Breda

If the airframe is corrosion free and in good condition I would consider the plane at the right price. At 1600 hours, I would take the older engine (yes the older metallurgy is reported to be better) and rebuild it in any case. The 530 and 55 autopilot are certainly a plus. The engine can be taken out, and put into excellent condition, comply with the oil pump gear AD and change all the accessories. You will also have an engine with two separate mags (not the siamese mag). John Breda