M20F-1968

Is there anyone going to Kerrville on Friday morning (4/11) with whom I could share a ride? I would be happy to share expenses. My cell is (617) 877-0025 and my e-mail is johnabreda@yahoo.com Thanks, John Breda

There is a Mooney retrofit number to replace the Dukes with a Weldon. If you need a pump replacement, do not rebuild, buy a new Weldon which is cheaper and more reliable. John Breda

I have a set. See attached picture. My email is johnabreda@yahoo.com and cell (617) 877-0025. Two of the vents are original. The other 2 were re-made from plexiglass. They may be painted grey to match the others. Thanks, John Breda

I live and work in the area. Norwood is your best choice. 1/2 hour drive to Boston. There is also a train from Norwood (Commuter MBTA train) to Boston but you would need a cab 2 miles to the train stop. Norwood airport has rental cars. There are many nearby restaraunt and hotels. Nice FBA and restaraunt on the field. Stay away from Bedford - much more expensive with MASSPORT involved. Also stay away from BOS for obvious reasons - much more expensive. You can give me a ring if you wish - my cell is (617) 877-0025. John Breda

I have a King KR87 ADF which I had planned to keep in my plane before I redesigned the panel and put in all the Garin glass equipment. Now that I have finished the project, I am trying to clean out the hangar of left over parts and equipment. This ADF is in nice condition, has a fresh yellow tag and would be good for pilots flying into Canada, Mexico, or even rural US where ADF's are still frequently used. The unit is at my avionics shop, but I will post pictures when the plan is back home in the near future. Otherwise, feel free to contact me with offers before I put it on e-bay. My cell is (617) 877-0025 and e-mail johnabreda@yahoo.com Thanks, John Breda

I have a fuel drain/sump and fuel selector from an Ovation. As Mooney parts you should be able to use the drain/sump in a Lycoming set-up without many issues. Pictures are attached. I also have a fuel selector/drain unit which is a copy of the H&E. It was built in Ohio but not sure which aircraft it was used on but it is a certified aircraft part as it came from Wentworth. Picture also attached. You can reach me at johnabreda@yahoo.com or call at (617) 877-0025. John Breda

I had my plane painted within the past year. I used Tejas in San Marcos, TX. You can e-mail me with your phone number and I'll give you a call to discuss. My e-mail is: johnabreda@yahoo.com My cell phone is (617) 877-0025. Pictures are in my gallery. John Breda

Please e-mail me at johnabreda@yahoo.com with you cell number or call me at my cell: (617) 877-0025. John Breda

Is there something about the Texas area? Curiously, I have two separate court judgments against two separate A&P mechanics in the Dallas area for their less than honest practices. One such judgment is quite large (six figures) due to punitive damages awarded by the Court for violations of the Texas Deceptive Trades Practices Act. The other (5 figures) for contract violations. The mischief seems to be larger than just breaking into aircraft. If anyone wishes to know "the rest of story" about aviation in Dallas, you can message me privately with your phone number. John

Here's the rest of the story: John Breda

Did someone say something about "modern avionics abound?" It was a long time coming, so long that this panel went through several prior versions with design changes as new equipment was introduced. Paint was completed in Dec, 2013. Interior is just being completed. John Breda

I am selling an Artex Rod Triple-band ELT antenna - Model 110-320. It is a triband antenna and covers the frequencies 121.5/243.0 and 406.025 Mhz and is a double output ELT antenna. The antenna is designed to work with the Artex G406 and C406 ELT's or any ELT requiring similar output configurations. I purchased this antenna new from Dallas Avionics for the rebuild of my F model. Since then the avionics have changed and I needed to change to a different ELT which has a different output configuration. The discounted new price was $684.00 in 2008. The antenna is essentially new. It was installed on the airplane, but subsequently was taken off. It has not been flown and was bolted in place in the hangar only. The prices have increased since it was purchased and now the price of the item is in the $760.00 - $845.00 range (see online: sea-avionics = $845.00 and price.aero = $760.00. I am cleaning out the hangar as I am finishing up my aircraft and just trying to get my money out of this. Offers are accepted. It is a current Artex model as are the ELT's that work with it. I chose to use a rod antenna as I wanted access to the antenna (did not want to bury it under the dorsal fin) and also did not find as good an antenna choice in a whip antenna for the new frequencies. My cell is (617) 877-0025 and e-mail is johnabreda@yahoo.com Thanks, John Breda

Before I bought the plane we already had an Eclectus parrot. Thus I had to find a way to distinguish the feathered bird from the aluminum bird. Thus the Mooney was called "Mooney Bird." - and occasionally Money Bird. John

I just returned from a weekend at the first Mooney Summit (Feb 7-9). The Summit was conceived as a way to bring Mooney experts and Mooney pilots together in an effort to provide an educational venue addressing topics of interest to the Mooney owner and operator. Additionally, a secondary goal is to establish comradery with other Mooney pilots and their families. The event was a stunning success. Accommodations were provided through the generosity of Dr Ron Dubin who was instrumental in recognizing the need for such a weekend and was also instrumental in making it happen. Presentations over two days included: Dr. Dubin's presentation on Aeromedical topics for pilots, including diet, nutrition and exercise. Mike Elliott's presentation on recognizing the dangers and situation management in the event of icing. Carol Ann Garrett's synopsis of her three trips around the world in her 201. Bruce Jaeger's presentation on engine management and several other Mooney topics - sparked by the question - "I which I had known" Instrument Flying review by Max Gurgew A review of handheld electronic devices, software and their legality by Ron Jarmon Engine Operations by Roger Gradle of Continental Engines A presentation on the wet wing by Paul Beck of Weep No More - including evaluations of problems and repairs. Presentations on ADS-B equipment now and in the future. Richard Simile was present from Premier Aircraft, Alabama and Continental and Weep No More sponsored catered dinners Friday and Saturday nights with opportunities to socialize and meet other Mooney owners. All comments I personally heard about the weekend's events were positive. It was clear that the the attendees recognized a need and desire to continue on to future Summits. I am thankful for the opportunity to meet the individuals present and attend the seminars. We as Mooney owners assume a great deal of responsibility in the ownership, maintenance and operation of our aircraft. Knowledge and training is the key to addressing this responsibility and this group is making a noteworthy start in moving forward toward that goal. I hope that we as owners acknowledge and support their efforts in the future. John Breda

Send me a PM. Brian Kendrick is the former Mooney Service Center Manager and commercial pilot who fits the criteria and does ferry flights. I can put you in touch with him. He is in the Kerrville/San Marcos area generally. John Breda

I am guessing here, but it seems that this system could be a real pain, given that: 1) The nasal cannula prongs are inserted into your nose. The headset can move, your nose can not. 2) It would seem the suction cup would have a propensity to fall off the headset. Does anyone have experience? John Breda

As physicians we are taught to practice "evidence based medicine" and make decisions and treat patients in keeping with validated studies. Is the FAA saying that if a pilot has a high BMI he/she may also have sleep apnea and suffer from falling asleep at the controls, or are they saying that obesity is a risk factor for stroke or are they suggesting some other medical problem? I have not heard what sudden incapacitating event from which they are try to protect us. Without that, how can we make evidence based decisions? John Breda

If anyone needs a set of F model or earlier control shafts, I have a set from a 1900 hour plane that are in excellent shape. They are the originals from my airplane before I swapped over to the Ovation yokes and shafts. The additional problem in making the swap is that the binding bolt in the yokes are 90 degrees different in the F and earlier as compared to the J and later. Thus, the control shafts and yokes must be changed out. In my situation, I used parts from the Ovation and the yokes, shafts and bell crank connected to the forward end of the shafts needed to be changed. Naturally, you need the appropriate data and paperwork filed. Thanks, John Breda e-mail: johnabreda@yahoo.com cell: (617) 877-0025

The C has a different locking mechanism than the J. The new planes have the clothespin type grabbing mechanism on the top of the door that pulls the top of the door in towards the doorframe. The C has a hook type mechanism. They will adjust differently. No sure which you have. But for the door to open completely, the main securing pin must retract into the door. Sounds like the "over-center" adjustment is faulty. This is adjusted inside the door itself by removing the interior panel. John Breda

The Aero Comfort boot did not work for me. Hector made a boot that simply had a vertical cylinder of leather sewn into the center of a flat piece of leather. That simply did not work. The leather was too thick and the flat piece did not fold onto itself very well thus binding under the Johnson bar. (In all do respect, I just saw a NOS boot made of cloth on E-bay and it was made this was). However, my original boot in a 1968 F was made somewhat differently, and had some pleats, in the form of an "X" around where the vertical cylinder is sewn. This creates some slack in the leather, and keeps the sewn parts away for the area directly under the Johnson bar. This configuration worked for me. The boot is held into the airplane using three strips of aluminum screwed to the floor so the leather can move. This is per the original Mooney drawings. There are attached pictures of my original boot and our copy. The original has an O ring around the bar but we did not do this to minimize thickness. The material we used is a 4-way stretchable Euroleather which, when compared to leather is more stretchable and thinner. Another quality you want in the J bar boot is its ability to block gasess - CO, so synthetic material may be better. The original cloth had a vinyl piece sewn to the back of it. John Breda

The pin at the forward upper part of the passenger door is static, and should fit into an opening in the door frame. The adjustment should be that the tip if the pin fits into the airframe when the doos closes (without any nned to play with it) and the opening in the door frame should ride along the pin as you close the door. The pin should hold the top of the door in and in flight, should prevent the door from being sucked outward as occurs in the negitive pressure around the airframe. No, the pin does not move and there is no mechanical linkage attached to it. It simply needs to be positioned correctly on the door relative to the cut-out in the airframe into which it fits. John Breda

The major parts are available, specifically the turbo, scavenger pump and wastegate. The exhaust is unique but can be made. For what it is worth, I have a completely rebuilt original RayJay system with the STC's and paperwork. It was originally designed and documented for installation on an E or F (IO-360 A1A) but could be installed on a J with DAR approval. The modification would need to be the re-routing of hoses to the J model style air box as opposed to the F model style air box. I have even made a prototype intercooler and pop-off valve (and have the tooling jig to make the part) so the older system could have both the intercooler and pop-off as does the M20 system. The advantage to the older system is that it has a manual wastegate so a higher critical altitude is possible and the turbo need not run full-time. Kelley Aerospace (who owned the STC for a long time) also suggested to me that the system be installed without the flapper box which would simplify the install. Everything has been rebuilt with thicker stainless steel than the original and with a much beefier wastegate. You can call me to (617) 877-0025 or e-mail me at johnabreda@yahoo.com if you want to discuss further. John Breda

The first and second call I would make Monday would be to the two insurance companies. The third call would be to Beegles Aircraft in Colorado. They are a quality shop that does structural repairs and probably better suited than anyone else besides the factory (which as we know is not yet up and running) to assess and repair the damage. The factory should be able to make a new aileron (and you may be able to get two from them). Repair of the rudder should be assessed by Beegles. Beegles is not cheap however but they do excellent work. The insurance companies like them because they get the work done with excellent results. They will make arrangements to get your aircraft to them as well. The insurance will need to pay their costs to get your aircraft to their shop. Is your rudder a short rudder? If so, I have one you may be able to use. Even if the wing has structural damage, Beegles should be able to fix it. The cost to repair may be prohibitive as weighed against the hull value however. For what it is worth, I also have a good wing from a 67 F that may come in handy. You can start with their insurance. They should be responsive to your claim since they will know that if they are not, your insurance will handle the matter and subrogate against them. The hull value may be an issue. It certainly will be an issue with your insurance since you have contracted with them for that amount. You can negotiate to but the aircraft back from them if they do total it. The hull value may be an issue if you work through the other insurance as well given that they know the matter can go away for them if they pay your insurance the total hull value. You may have some leverage however given that you use the aircraft for business and there may be business losses you can claim against the other guys insurance, and aircraft rental costs you can claim against the other guy's insurance. You should push both insurers as much as you need to. Your has a contractual obligation to cover your damage up to the hull value. Theirs knows they will ultimately be on the hook for the damage and other losses in the end. Let us know how this plays out. John Breda

The panels you have are made of Royalite. It is a petroleum product and gets very brittle with age. The panels are also thin and the substance usually softens with many types of solvents and adhesives. Fiberglass resin alone will not help you. You could use the original panels as a mold and lay-up new panels by hand. Your usable part would be the fiberglass part you have made. This can work and I have done so with my Royalite nose wheel cover. I first made a new part laying up over the Royalite part using just boat yard fiberglass resin. I hand finished that part, and then one that had a nice shape and finish, used that part to make a new part using flame retardant resin and fiberglass cloth which is the new part in the airplane. I used the Ovation interior panels for the ceiling, window surround areas and the cabin panels below the windows. This is an easier way to go as most of the panel areas are already made for you. The factory panels can be cut and refiberglassed together in the length and shape needed for your airframe. All you really nned is a good work space, plently of gloves, hand tools and a sander. Once you hace a good shape, they can be covered in leather, ultra leather (immitation leather) or cloth (Eurostretch). The panel below the windows are essentially flat, and some people have made a concave fiberglass insert to be placed in the 4 seat positions that also houses the arm rest. This allows you to work with a flat panel (could even be aluminum) and have recessed arm rests to give additional cabin room and not end up looking like a flat part. The top of the aluminum can be rolled to fit against the window. I have a set of left and right Ovation ceiling panels left over from my plane. I set out to do just as I described, but later furchased the whole interior from a crashed Ovation, seats and all, so I have parts left over. You can look at my gallery shoing work in progress. It is just about done now. You can e-mail me at johnabreda@yahoo.com or call at (617) 877-0025. Thanks, John Breda

How much? My email is johnabreda@yahoo.com John