M20F-1968

The airspeeds I quoted are true airspeeds, not indicated. There are no cowl mods needed except for removal of the RAM air door in the cowling and closing off the opening with a flush patch (every A&P mechanic knows how to do this) and installation of side vents (gills) on the aft part of the metal cowl doors on either side. Everything else is essentially bolt on. There is a flapper box that gets riveted on. The installation is about 40-50 hrs. I installed it onto my plane with plans to use it, however the mechanic working on my cowling made swiss cheese out of my F model cowling and the SW Texas STC's cowling parts. I then decided to take everything off and install a J model cowling. This changes the type of air box to the J model airbox and thus I was not able to use this turbo normalizer (which is configured for the F or E model airbox). John Breda

You can strip in to bare aluminum and polish it, but then you will have to keep it polished. John Breda

For sale - RayJay Turbo Normalizer system. This is the original RayJay turbonormalizer system for an F or E model. It has all major parts, two STC's, FAA POH letter. The exhaust pipes and wastegate are completely rebuilt. The exhaust pipes are 1 gauge thicker stainless steel than the originals and the wastegate is substantially thicker to withstand heat. The work was done by a former worker from RayJay in the original RayJay jigs. The parts have been installed and are known to fit. The scavenger pump has also bee rebuilt. The pictures display what you get. I am trying to rid my hangar of parts that I will not be using given that my plane is now completed. I have reduced the price to $14,250 and am simply trying to get my money out of this system. To have such a system, one needs to purchase an run-out system (usually $6000 - $7000 range) and then rebuild the components. The remainder is rebuild costs. This system makes an E or F a totally different airplane. At 18,000 ft you will see 175 - 180 kts reliably on about 12 gallons per hour. The E may be a little bit faster. I can be reached at 617-877-0025 or at johnabreda@yahoo.com. Thanks for looking, John Breda

I have a nice set of original exhaust pipes for the original RayJay Turbo Normalizer for the E and F models. The pipes are clean and serviceable. (except for the overboard pipe which needs rebuilding). They are as pictured. If you own this system, you should have these pipes on the shelf as they are difficult to have rebuilt since you need the jigs to do so) if you can do it at all. I am clearing out space so let me know if you are interested. A picture is attached. You can reach me at johnabreda@yahoo.com or call me at (617) 877-0025. John Breda Attached Thumbnails

I have a nice set of original exhaust pipes for the original RayJay Turbo Normalizer for the E and F models. The pipes are clean and serviceable. (except for the overboard pipe which needs rebuilding). They are as pictured. If you own this system, you should have these pipes on the shelf as they are difficult to have rebuilt since you need the jigs to do it) if you can do it at all. I am clearing out space so let me know if you are interested. A picture is attached. You can reach me at johnabreda@yahoo.com or call me at (617) 877-0025. John Breda

I have two outboard fuel senders from a 1998 Ovation, 400 hours total time, and rebuilt by Air Parts of Lockhaven with paperwork. At the time, I did not realize that the outboard senders were a different part number than the ones I needed, so I had all four rebuild, used the two inboard senders and have these left over. They have sat on the shelf after being rebuilt. Pictures are attached. You can e-mail me at johnabreda@yahoo.com or call me at (617) 877-0025. Thanks, John Breda

Well guys - I am still cleaning out my hangar and still have many parts that I do not need. I bought some Ovation parts and which I thought I might use but did not. I have the below pictured Fuel selector and sump taken from a 1998 Ovation with 400 hrs. They are in excellent condition. I paid $500 each in 2004 from Dallas Air Salvage and have the invoice from the sale and the serial number of the aircraft they came from. Pictures are below. I am not sure I still have the connecting tube but will look. You can call me at (617) 877-0025 if interested or e-mail me at johnabreda@yahoo.com Pictures are attached. Thanks, John Breda

Well guys - I am still cleaning out my hangar and still have many parts that I do not need. I bought some Ovation parts and which I thought I might use but did not. I have two pairs of Cleveland brake calipers, one set from 1998 and one set from 2000. The 2000 pair have the torque plates as well. The 1998 pair have seen very little use and the 2000 pair are very good and show usual use. You can call me at (617) 877-0025 if interested or e-mail me at johnabreda@yahoo.com Pictures are attached.

Try speaking with Erik at McKee Avionics in San Marcos, TX. John Breda

My question for the group is: What are the acceptable green, yellow and red line temperatures for your various models as to Induction air temperature (inlet air to engine), Turbine inlet temperature and Compressor discharge temperatures? Thanks for your data. John Breda

At one point there was a problem with its installation on the Columbia. I do not remember exactly. It requires its own 70A alternator. It should be able to be installed on an individual airplane with DER approval as long as there is pre-existing data (in the form of STC's for other certified aircraft or installation on other certified aircraft) which there is. A DER should be able to review and approve based on the prior existing certifications. There are no real "alterations" of the airframe. applying to the leading edg may be an issue, but it has also been done before in laminar flow wings (Columbia). John Breda

If you are going to fabricate a new panel and powder coat it, it can also very easily be silk screened which is the way to go. Take a look at my panel in my gallery. I will have some new pictures in the near future when my plane will be completed. In answer to the depth question regarding room behind the panel, this is definitely a concern. For me, I changed the structural cage to look like the new airplanes and installed the stub tubes so that I could install an instrument panel bow and an Ovation style panel. This allowed me to install radios in the center as well. This was done with DER approval. The rocker switches can be engraved. You can contact me if you want additional info. John Breda johnabreda@yahoo.com

I purchased a 1968 F that had been in a hangar for 26 years and did a total rebuild. It is now a modern airplane, created from an F model airframe, with numerous Mooney upgrades and updates retrofitting changes that Mooney had done over the years as their planes evolved utilizing a DER's blessing. It now is a modern looking Mooney, with glass panel, long range tanks, numerous airframe and engine upgrades, an Ovation interior and glass panel/modern avionics. There is utility in there airframes that is not possible with the newer models. Specifically, landing on smaller airports/grass strips and economy that is unparalleled. Mine is a 160-180 knot airplane (depending on altitude) at 13 gallons/hr (less LOP), 980 lb useful load, 1600 mile range. When people say they want a J model back in production, I think it is a plane such as mine that they are suggesting (albeit mine has manual gear and hydraulic flaps which many consider an :improvement" over the electric versions. John Breda

You could have my pair for $450 which have been completely rebuilt and buy two more used for about $150 each and spend about $200 each to have them rebuilt. John Breda

Try looking at the SkyBolt fastener web site. They have a 2000 series fastener which looks similar to this one. John Breda

This is an easy problem to fix. I installed a JPI 930 (I have a 1968 F model). I did not even consider using the original fuel senders as were old and unreliable. The new style senders fit into the same locations in the same way and are a much better design. The beaty of using the JPI electronic gauges is that they can be calibrated to your specific senders. The Mooney senders are resistance senders, and are wired in series so the resistances are addative. The JPI can be calibrated to your specific application and senders per their instructions. I would discard the old style senders and replace them with the new style. I have 2 new style senders that were rebuilt by Air Parts of Lackhaven left over from my rebuild project if you are interested. These are the outboard senders. I have the overhaul paperwork with them. You can purchase 2 others new or used. My cell is (617) 877-0025 My e-mail johnabreda@yahoo.com Thanks, John Breda

The best advice I can give is that: 1) There are no 40 year planes that in the visible condition you show that require no work. You will want to do the inspection and work as needed to be safe. 2) Going with the assumption that there is work to be done, you want to be sure that the airframe and engine will be worthy of the money and time spent - (That being said - you can always use your engine as a core and trade for new/rebuilt). 3) You do not want to spend much for avionics and equipment you will throw away and replace. 4) and lastly - You may be very lucky to find exactly what you want - in nice shape, either by being lucky, or by spending lots of time and money looking, or by using a first class broker. It is cheaper to find a plane with mods and avionics, etc that you want - but truely good planes, particularly older ones will not be on Trade a Plane. In the end, you get what you pay for. John Breda John Breda

I am a senior AME in the Boston area. The AME Guide shows several types of equipment, both charts and optical testers, that are approved for color testing. The distance, light used for illumination, etc all can matter. The specifications and list as published by the FAA is show below. Color blindness is a genetically linked trait, so one does not "become" color blind midway through life. Other visual conditions however can impact on vision, and if there is a question your first stop should be to your ophthalmologist for a repeat, and more thorough exam. Needless to say, maintenance of vision is far more important as it related to health and quality of life. Passing an FAA medical is a secondary concern. I have seen many pilots who do not want to see their regular physicians for fear that "something might be found that would impact on their flying." On the flip side, I have seen pilots who reported a medical condition to the FAA which was seemingly minor, only to find something more involved when the FAA work-up was completed. For these people, the FAA medical saved the quality of their life (the example I am thinking of is reported diabetes, with work-up revealing a need for cardiac stenting). You should seek the advice of an ophthalmologist to 1) test your vision for color blindness as you may simply pass with his more sophicticated and controlled equipment, but more importantly, 2) see your ophthalmologist to insure that something else is not going on that has impacted your vision more generally. John Breda, MD, Senior AME, -- (frustrated engineer, symphonic clarinetist, husband/father, and too many other hats I have lost track of) Equipment Test Edition Plates Pseudoisochromatic plates Test book should be held 30" from applicant Plates should be illuminated by at least 20� candles, preferably by a Macbeth Easel Lamp or a Verilux True Color Light (F15T8VLX) Only three seconds are allowed for the applicant to interpret and respond to a given plate American Optical Company [AOC] 1965 1-15 AOC-HRR 2nd 1-11 Richmond-HRR 4th 5-24 Dvorine 2nd 1-15 Ishihara 14 Plate 1-11 24 Plate 1-15 38 Plate 1-21 Richmond, 15-plates 1983 1-15 *Note to Agency-Designated ATCS AMEs Not all tests approved for pilots are acceptable for FAA ATCSs. Contact RFS for current list. Acceptable Substitutes: (May be used following the directions accompanying the instruments) Farnsworth Lantern; OPTEC 900 Color Vision Test; Keystone Orthoscope; Keystone Telebinocular; OPTEC 2000 Vision Tester (Model Nos. 2000 PM, 2000 PAME, and 2000 PI); OPTEC 2500; Titmus Vision Tester; Titmus 2 Vision Tester (Model Nos. T2A and T2S); Titmus i400

I did this to my plane. The holes need to be srilled oversize (I forget the actual size just now). i have an acticle qritten by Dugosh on the subject if you want it. Just e-mail me. Also, the holes need to be carefully countersunk with no chattering of the bit, Use the correct sealant per to manual (however I believe LASAR has used the fuel tank sealant given that it is "stickier" but also harder to come apart. You can check with them on this one. You will also need a copy of the STC (from Mod-works) for installation of the 1/4 inch windows. Mod-Works is presently out of business. You can e-mail me for more info at johnabreda@yahoo.com or sens me your phone and I'll call you. John Breda

I have 2 rebuilt of the modern style which will fit into an F model.

I have a J cowling. I was not sure I wanted to sell it but I could be convinced. My e-mail is johnabreda@yahoo.com my cell is 617-877-0025. Thanks, John Breda

If you want economical but still need the utility of a turbo, I have a rebuilt RayJay Turbo system for an E or F, it could also be modified somewhat for a J with a DAR's assistance. If you find an E, F or J that you like, the turbo normalizer may be your answer. That would get you to 18,000 feet altitude, flying in the 180 kts range, on 9.5 gallons per hour. My e-mail is johnabreda@yahoo.com and my cell is (617) 877-0025. John Breda

Is there anyone flying to Kerrville from Dallas this Friday morning (4/11)? I would be happy to share expenses. My cell phone is (617) 877-0025 and my e-mail is johnabreda@yahoo.com Thanks, John Breda