M20F-1968

I am a Mooney owner, an board certified internal medicine physician and an FAA AME. Send me a PM privately or e-mail me at (617) 877-0025 and we can discuss. I do not want to discuss medical matters in an open forum. My e-mail address is on my profile page or just send me a private message on this forum. Thanks, John Breda

A concern between a vacuum artificial horizon and and electric artificial horizon is that the vacuum unit is able to correct from an unusual attitude more readily and is more stable. Yes you have a vacuum pump, but that is a plus when everything else is electric. This is the reason I have the electronic G600, 3" vacuum AI and 2" electric AI. John Breda

When I bought my JPI 930 there were "two versions" which were in fact identical, the certified and non-certified. The only difference was that the certified version had the limits and data set by the FAA installed in a way that this info could not be changed. As I recall, there as a significant percentage increase for the certified version. John

I have changed it, but I can not be very much help. I brought my empennage to the factory in 2008. They de-mated the vertical stabilizer from the horizontal, checked everything, changed the rubber you mentioned and put it back together. I know of no other way. John Breda

The cross section (extrusion) of the seat rails are the same. The amount of milling (relief) to allow removal of the seat is different (but may in fact not matter). The width and installation oif the rails in the airframe is the same, therefore the seats are interchangable. John Breda

I have two parking brake valves that are in excellent condition. I would recommend that you NOT rebuild your original senders. The newer style senders are better, more stable and can be retrofitted to your airplane. They are mounted identically with the same mouting hardware and footprint. The newer style ones are also impedence driven and the gauges will register them like it did the old ones. I have two used and rebuilt newer style senders if you are interested. (see attached pictures) There are also available options for new individual STC'd electronic fuel gauges to replace the needle fuel gauges as well. You can e-mail me at johnabreda@yahoo.com or call me at (617) 877-0025. Thanks, John Breda

I have the original rheostat controls from a 1967 F model. I am sure they are the same as yours. If you are interested, please call me at (617) 877-0025 or e-mail me at johnabreda@yahoo.com Thanks, John Breda

I am working on a device currently. It is in the final stage of development/assembly. It can be activated by cell phone or by text message, is AC powered (or there is another version which can be 9V powered) and can carry 30 amp of power on 1 of the 2 switched circuits. The unit does require some configuration, assembly and wiring. It has been reliable. If people are interested, perhaps I can get a batch of the assembled. Please e-mail me at johnabreda@yahoo.com if interested. Thanks, John Breda

They did not wet rivet the legacy aircraft in the 1960's. I believe thay have been doing that in the most recent models (Ovations and later) but I am not sure when they started the wet riveting. Also, confusing the issue is that the wing is made on a jig by it self. I do not remember seeing any visible PRC on that assembly, which would be the case if the tanks were wet riveted.

I have the interior light you are looking for. You can e-mail me at johnabreda@yahoo.com or call me at (617) 877-0025. Thanks, John Breda

I have an original set on Mooney Rheostats I could sell. It would be alot cheaper than a new retrofit and if it works, you get to buy more time. They are 12 volt. You can call me at (617) 877-0025. My e-mail is johnabreda@yahoo.com Thanks, John Breda

I have an extra L cowl flap. You can call me at (617) 877-0025 or e-mail at johnabreda@yahoo.com Thanks, John Breda

Check your installation and wiring. One sender is isolated (and NOT grounded) the the airframe and the otheIS grounded. As I remember the inboard sender is the one which is not grounded. John Breda

I have a set of main gear wheel covers I will let go cheap. Please give me a call at (617) 877-0025 or e-mail me at johnabreda@yahoo.com Thanks, John Breda

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