M20F-1968

Somewhat on the same topic - Does anyone have recommendations for a mechanic for maintenance and/or annuals in the Boston area. I know of the MSC in NJ and at Freeway, but am asking if there are any of you who have had good experiences with knowledgeable/capable Mooney mechanics in Massachusetts? There is also a mechanic in Moultonboro, NH who used to work for/with Lopresti. Any pireps? John Breda

You really want to install the engine, level the airplane, shim the engine mount and then install/adjust the cowling working from the spinner/bulkhead aft. John Breda

You really want to install the enging, level the airplane, shim the engine mount, and install the cowling starting from the spinner/bulkhead and working aft. John Breda

Taxi and Landing lights are HID in wings. Nav, tail light, and white "tail lights" on wing tips and beacon are all LED's. Strobes are on wingtips. Beacon and NAV on any time plane is running. Taxi or landing lights on in airport environment, for take-offs and landings as appropriate and for ascents and descents.. Nav on at all time. Strobes on when not in clouds. Ice light when needed. Landing light off in cruise flight when glare is distracting or will degrade night vision, unless in high traffic area where risk benefit is weighted towards leaving it on. John Breda

Look at my gallery. I made a fiberglass replacement part. John Breda

This was not a big deal since Mooney has installed the same/similar interior parts in J models and other Vintage Mooneys. That was a retrofit project for the factory. Additionally, the interior is not structural. I had my DER approve installation and we went forward. The LED lighting is a different issue as it is connected to the electrical system of the airplane, so the FAA will be looking for an STC for some certified airplane and/or PMA certification. John

I have the left and right ceiling panels available from a Ovation. These were originally purchased to modify for my F model. I subsequently obtained an entire Ovation interior and used those parts in my plane. Thus, there two ceiling panels are left over and are available. They can be installed in a J or Vintage C-G Mooney with modifications which are easy to accomplish given that they are fiberglass. If anyone is considering a new interior, these would be a good start to modernizing the ceiling. These two panels form the left and right sides of the ceiling in an Ovation and have the window pillers that go around the side windows. I can be reached at (617) 877-0025 and by e-mail at johnabreda@yahoo.com Thanks, John Breda

I have the left and right ceiling panels from an Ovation available. These are the panels which form each side of the ceiling (except for the center ceiling panel) and have arms that form the pillars around the windows. These were purchased for my F model and plans were to modify them, however I obtained a full Ovation interior later and therefore these are left over. They are available if anyone needs them. My phone number is (617) 877-0025 and my e-mail is johnabreda@yahoo.com Thanks, John Breda

Ok, I'll bite on this one. First Ill speak about the angle of the trailing edge of the vertical stabilizer. The rudder angle is set so that in a nose high attitude, and early stall configuration, the angle of the rudder to the oncoming wing is almost 90 degrees to the oncoming wind. This will provide much more length of functional rudder and better rudder authority in a stall/start of spin situation when you need the rudder the most. In a swept tail, the rudder has even less functional rudder length when nose high. As for the leading edge of the vertical stabilizer, the straight upright leading edge is about 90 degrees to the oncoming wind in cruise configuration and the wind sweeps squarely over the remainder of the tail. There is logic here which is then carried to the fully trimmed empennage. John Breda John Breda

You are going to have some issues attempting to move the fuel selector. First of all, the FAA makes it very difficult to modify any part of the fuel system by replacing valves, or re-routing lines. The S model fuel selector has a return on it that is suitable for a Continental engine. The I)-360 in the J does not use this return. The S model fuel selector is a 4 line system and the J model fuel selector is a 2 line system. If you are moving the fuel selector so it is easier to reach, there are other alternatives. If you are moving the fuel selector to the middle and using the same selector as the later J models, you will have an easier time but still will need a DER for approval I would think. I am sure you would only get approval for using Mooney parts from a J. As for a baggage door, I have one from an F model. You would need to install the interior latch if you want that option. These doors fit pretty well from plane to plane. John Breda johnabreda@yahoo.com (617) 877-0025

Take a look at my gallery pictures: Johnson bar - powdercoated black, J bar and flap handles chromed. New wheel well cover. John Breda

I log onto this website to learn what others know about our aircraft, and to share resources as Mooney owners. As a resource, I do not enjoy sifting through alot nof bantering and fighting about nothing. We should keep this site focused on the reasons for its existence. It is OK to have some socializing, but the bulk of the site should be aircraft and Mooney specific and be of benefit to Mooney owners. Life is just too short. John Breda

Are you sure that is not a golf course? John

I have a nice clean Mooney wing from a 1967 F. No corrosion. John Breda (617) 877-0025 johnabreda@yahoo.com

I have some panels left over from my rebuild if any of they prove to be helpful. My project took sufficiently long enough that the avionics in my panel changed several times before the plane was completed. Mine is an F model. These panels can be attached to the existing structure by brackets. In my case, I altered the plane with an instrument panel bow with proper approvals and a 337. If interested, you can call me at (617) 877-0025 or e-mail me at johnabreda@yahoo.com I included pictures of the steam gauge version, and then the Garmin 600 version of the pilot's panel. Thanks, John Breda

I have a spare J model cowling which I saved after my rebuild project. I had two different cowlings to choose from and rebuilt one completely which is on my airplane. I saved the second cowling and it could be used to make a mold if anyone were interested in doing that. I have it in Massachusetts. Regarding the Skybolt fasteners, I used them throughout the cowling. They make a nice product. The cam locks are adjustable and I would recommend them. John Breda

I would like to take these off your hands. Please call me at (617) 877-0025 or e-mail me at johnabreda@yahoo.com Thanks, John Breda

If someone can scan a pdf file of this I would like to see it. johnabreda@yahoo.com Thanks, John Breda

I am interested in your radio. My cell phone is (617) 877-0025 and e-mail is johnabreda@yahoo.com. Thanks, John Breda

For what it is worth, I have a nice 1967 Mooney wing which could be used to replace yours. Replacing the wing would be less work than repairing yours. If interested, please e-mail me at johnabreda@yahoo.com or call me at (617) 877-0025. Thanks, John Breda

Someone just posted a set on this site within the past couple of days for $200. John Breda

I have a collection of David Clarks (passive) headsets that are in like new condition if that works. I was going to put them on E-bay but perhaps you might be interested. My e-mail is johnabreda@yahoo.com and my cell phone is (617) 877-0025. Thanks, John Breda

When I was considering what was to be in my panel, I spoke with Sigma-Tek. They cautioned against my utilizing an electric AI to replace the vacuum instrument stating that the vacuum instrument was quicker and more reliable in righting itself after an unusual attitude. Given that conversation, I left the vacuum instrument in the panel as the primary and used a 2" Mid-Continent as the backup. Then I redesigned the panel with the Garmin 600, and had two AI's in addition. I was going to keep the vacuum as a back-up given Sigma-Tek's comments. Also, the Back-up battery for the Mid-Continent is both expensive to purchase and maintain. I kept the 2" electric as a 3rd AI (Garmin 600, Vacuum AI, 2" electric Mid-Continent) but did not use the battery back-up for the Mid-Continent, but rather installed a RAT as a back-up alternator which will power the panel if need be. I thought the use of the 2" AI would have more utility than what I would recover by selling it. John Breda

I am basing my cowl rebuild quote on what I personally spent. I purchased a used J model cowling from Lopresti which cost $2000. It cost $8,000 for a fiberglass shop to rebuild it with flame retardant resin. I then spend another $4,000 for Tejas to do additional fiberglass work on the cowling when the plane was painted. John Breda

Having just the STC will not help much since you still have to build the parts parts - namely the exhaust system and wastegate, mounting brackets, and ductwork As to the cost difference between the Original RayJay and the M20 Turbo system: Original RayJay - Kits not available generally Will need to purchase a rebuildable run-out kit for about $5000 - $6000 and rebuild it Cost to rebuild each short exhaust pipe - $800 X 2 = $1600 Cost to rebuilt 2 large exhaust pipes $1200 X 2 = $$2400 Cost to rebuild/fabricate wastegate - $1500 The costs to rebuild the exhaust system and wastegate depends upon having the fabrication jigs - without these the costs are at least double those listed. Cost to rebuild scavenger pump $750 Cost to rebuild turbo $2300 Costs of hoses and rubber parts $800 This gives rise to the $16,000 price I am looking for my rebuilt system.. The cost to install the original RayJay is based on 40 hrs labor. With the original RayJay system - you use the original air box and the original cowling. M20 Turbos system on an E or F: Obtain used J model cowling - about $2000 Rebuild used J model cowling - $10,000 Pull engine, engine mount and firewall Install cowling flanges Fit and install rebuild cowling. including cutting back firewall flange and side panels ? install new cowl deck if you want 201 windshield Noe engine baffling, new spinner and bulkhead oil cooler relocation new cowl flap mechanisms and parts Rebuild engine mount to weld on attachments for 201 cowl flaps Price of a DER to approve the J model cowling installation since there is no STC for this. Also this will run in excess of $30,000 just to install the J model cowling on an E or F Cost of M20 Turbos kit - current price $33,900 Install price for RayJay M20 Turbo kit after J model cowling installed - about 40 hours Total cost for installing J model cowling and M20 Turbos system $30,000 + $33,900 + 40 hrs labor = approx $70,000 Don't even think of using a Lopresti cowling with a RayJay as the cooling is insufficient and the cowling inlets need to be enlarged substantially. John Breda