M20F-1968

I am coming in on Oct 24th looking to leave Oct 26th. Is anyone going that would be willing to share the ride with me for shared expenses. I am coming from Boston but could fly somewhere to meet you. Please call me at (617) 877-0025 or e-mail me at johnabreda@yahoo.com Thanks, John Breda

If you look on e-bay I have the files for the panels pictured. I'll dig around for the files. John Breda

1968 M20F - highly modified Turbo Normalized J model cowling and windshield, aileron/flap/elevator gap seals and hinge covers long range tanks, manual gear and hydraulic flaps 100 deg ROP 9,500 ft - 160 kts true air speed 17,000 ft - 170-175 kts true air speed - still collecting data here

I would like to have the fuel selector. John Breda

I do not know your budget but I can offer the following: I learned to fly in Oregon (Hillsboro Airport), got my instrument rating there and lived there for 8 years. You will want your instrument rating eventually. The ceilings are usually 2000 feet and overcast. When doing my instrument training, we routinely filed 3000 and all of my training was actual. At that level we never picked up ice, but the risk is there up higher. Going north/south - you will not need a turbo unless you want to get above weather or need to go over the cascades. Of the choices: The ideal would be a turbonormalized J, F or E. Less maintenance, and if you have the original RayJay turbo on the F or E, you can take it out of the system at lower altitudes. The turbonormalized planes are 160 kts at 9000 and 175-180 kts at 18,000 on 10 gallons per hour. The K will certainly work. Maintenance and operating expense will be more. The turbo is less efficient at lower altitudes. I have a rebuilt original RayJay if interested (should you buy and E or F). I could also be used on a J with some air box modifications. This is typical of the decisions made when buying an airplane. There will always be compromises, but the IFR flying you most likely will be doing is to climb up or descend through the overcast. Most days the ceilings will be 2000 ft. I have less information on usual tops because most of my flying there was IFR in the cloud layer. I suspect the cloud layer is mostly less than 3000 feet or less. John Breda John Breda

My solution to this problem was to install an instrument bow and install a flat panel like the new airplanes. Perhaps more work that you would like to do. The other alternative would be to use sheet metal brackets attached to the defroster bow in the old airplanes which is hos the SWTA panel was installed. You can get a hint of what is possible by looking at my gallery. John Breda

There is no adjustment for the hinge - simply a straight hinge pin. The side holding the hinge to the airframe is held on by a number of threaded fasterners. You can see the heads from the outside. John Breda

What I meant is purchase the Rosen visors, primarily for the hardware. Of course they will come with the lens. You can either make a new lens from tinted glass and sell the Rosen lenses (the material is not that expensive), or modify the Rosen lenses. The modification for me is to retain access to the switches in the ceiling. The modification would be different for each airplane depending on mounting location and equipment. John Breda

I have 2 compasses I will not be using after the rebuild of my plane. One is from my F and the other is from an Ovation and was installed into the glare shield. Both are in excellent condition. I was going to list them on E-bay but if you wish to make me an offer that could work as well. My e-mail is johnabreda@yahoo.com and my cell is (617) 877-0025. Thanks, John Breda

I have not thought much about this problem but it would seem that the airport facilities directory and AirNav should have a current list of all fees publicized to protect them and pilots flight planning a trip. John Breda

Get a set of Rosen visors and cut the lens similarly to the LASAR, or install the LASAR lens in the Rosen frame if the LASAR lens is undrilled. John Breda

Can not be done legally in any reliable or cost effective way. The 65 E has a microswitch behind the panel for gear warning. It is fitted into a cut-out in the cable assembly and is something that can not be done easily or legally with the vernier cable. It you but the switch in the engine compartment, that would still be a modification requiring approval and you would be putting the switch in a harsh environment and is a set=up for failure of the switch. But a new Vernier cable for the E from Mooney (about $450) if it needs changing - it is a bargain given other obstacles. John Breda

I have 2 rebuilt senders from an Ovation that can be used and they have Mooney part numbers. $250 each. e-mail johnabreda@yahoo.com John Breda

I am interested in the two elevators and flap(s) but must confirm thay are the same as on my F. Also, would like to see more detailed pictures and part numbers. Can you e-mail me at johnabreda@yahoo.com Thanks.

The conversion to a one piece belly pan is not trivial. Much of the structure supporting the original panels are removed and new structure substituted. It takes quite a bit of time. However, that structure is all approved data. There are compound curves on the belly pan which would make it difficult to fabricate it from aluminum sheet, unless it were stamped (you would not want to pay for the die) or formed by riveting small sheets into a compound curved one piece panel (which defeats the purpose). Composites are the way to go and fiber is lighter but hared to work with. John Breda

I am trying to fill a 50 cubic ft bottle in my aircraft. What size bottle would I need for transfill? Is 125 cubic Ft large enough to fill my aircraft. It would seem that a 125 cubic ft bottle, starting at bout 2500 in pressure would equilibrate to about 1200 in pressure, which would only be 1/2 of my capacity. John Breda

What are people using for Oxygen refill and transfill of onboard Oxygen tank? I am considering purchasing two "T" tanks (but may purchase a total of four given that the shipping is the same for 2 or 4. They are tanks that have only been used to store medical oxygen. They will have new valves (#540 - not medical valves), be newly hydrtested and pained medical green. If any one is interested in one or two of the tanks, we could share shipping. I can be reached at (617) 877-0025 or emailed at johnabreda@yahoo.com Does anyone have a better idea that to own tanks for transfill? I know they can be rented but over the years, it seems that it is better to own. John Breda

Without going into specifics, I have had the experience of horrible customer service from Electronics International, to the degree of my questioning how they could ever keep a customer. This problem resulted from a small issue this their management made 100 times worse. I have asked around abit and found several avionics professionals who would rather not use their products for similar reasons. I have to post such a negative commentary, but in this case it is truly warranted. I also hear (admittedly third hand) that EI had posted some derogatory comments on their web sire about JPI. In my mind, if I had any choice of purchasing JPI instead of EI equipment, I would do so in a heartbeat every time. I find no reason to do business with a company who acts as I have witnessed EI to act.

Norwood is your best bet. Good airport, instrument approaches, rental cars, two runways, and 10 minutes by cab to the Commuter train (University station) which takes you downtown (Copley Square and South Station) for about $4. John Breda

Mike: Thanks for your energy, interest and persistence particularly after what you have been through. Let us all know how we can help. John Breda

I made a fiberglass version using the original as a model. Flame retardant resin and glass. You can see it on my gallery. With DER approval of course. John Breda

Do you have any beige left? John Breda