M20F-1968

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

If any of you are familiar with Dallas Executive Airport and the mainenance facilities on the field, please e-mail me directly at johnabreda@yahoo.com or call me at (617) 877-0025. I am looking for some advice that only a local user could provide. Thanks, John Breda

I have a bit of experience here and will chime in: The original JayJay turbo system had its heyday in the 1960's. RayJay as a company was in California, the STC then went to Kelley Aerospace, and then to ModWorks. It is now effectively an orphaned STC as ModWorks is no longer an entity. The STC is not specific to any particular airframe since in those days RayJay did not specify a specific airframe for installation. The original RayJay and the M20 Turbos system are very much the same, except that the M20 system has an intercooler, a pop-off valve and a fixed wastegate. The configuration of the pipes and installation is different for the two systems. The Original RayJay utilized the F or E model airbox in the lower part of the cowling nose. The M20 Turbo system utilized the J model airbox. This is the prime reason why the M20 Turbo system requires a J model cowling (but the STC paperwork I believe also legally requires the J model cowling). The expense to install a M20 Turbo system on an E or F is therefore enormous since the J model cowling needs to be installed first. With the installation of the J model cowling also comes the installation of cowl flanges, new engine baffling, the cost to rebuild a factory original J model cowling, and a DER to sign it all off given prior data since there exists no specific STC to put a J model cowling onto the E or F. You will also probably want a 201 windshield and cowl deck if you have gotten into the airplane to this extent. The Original RayJay and the M 20 Turbo systems utilize all the same major parts (turbo and scavenger pump are the same). The exaust shape and routing are different. The M 20 Turbo system has a fixed wastegate and the Original RayJay has a manually adjustable wastegate as already mentioned. The manual wastegate can be completely closed so you can obtain a higher critical altitude which may be preferred. With the manual wastegate, you can also take the tubo off-line and opersate the engine in a normally aspirated mode as though the turbo was not there at all. This is completely pilot controlled. Time to install the Original RayJay is about 40 hours. It is essentially a bolt-on installation. The M20 Turbo system exhaust and parts are EXACTLY the same as the Turbo Bullet, except that the Turbo Bullet was an attempt to turbo boost a J model which did not work well. The M20 Turbo system, like to original RayJay, is a system that is limited to turbo normalizing the engine, retains the same pistons and compression ratios as the original normally aspirated engine, and does not have the added engine maintenance of a turbo boosted engine. The nurbonormalized applications work very well, with more utility of the airplance, no more engine maintenance, and the same operating costs as the normally aspirated engine. FYI: I have an Original RayJay system, with the major components rebuilt to new condition. The exhaust pipes are one gauge stainless steel heavier than the original, the wastgate is substantially more beefed-up from the origin (this was a probem with the original parts warping with heat as they were made of exhaust pipe material only) and all paperwork. I have 2 turbos - one completely rebuilt and one with 300 hrs - both with paperwork, rebuilt scavenger pump with paperwork, both STC's - one to install the turbo on the IO-360 Lycoming and another to install the turbonormalized engine into an E or F model Mooney, the FAA POH letter with operating specs, install manual, parts manual, and all drawings referred to in the STC's. This is as close to a new system as you will find anywhere. The man who did the rebuilt of the exhaust pipes used to work at RayJay and had the original jigs. He now is no longer workin due to a medical problem. A problem with purchasing a plane with a RayJay already on it is that the turbo normalizer parts parts will probably need rebuilding. Further, it is much better to find the best E or F model you can find, and then insaatll the turbo, rather than limit your search for a plane with the turbo on it. 1) As I mentioned, with an original turbo system, the exhaust system will probably need an overhaul, and 2) there may be, and probably are nicer E and F models without the turbo which you would not have seen or evaluated. As such, you will be limiting your options of aircraft to purchase. For those of you who have the Original RayJay turbonormalizer system already installed, I have a servicable set of original RayJay exhaust pipes should anyone need them. I have attached pictures. If anyone would like to call, my cell phone is (617) 877-0025 and my e-mail is johnabreda@yahoo.com Thanks, John Breda

I have a bit of experience here and will chime in: The original JayJay turbo system had its heyday in the 1960's. RayJay as a company was in California, the STC then went to Kelley Aerospace, and then to ModWorks. It is now effectively an orphaned STC as ModWorks is no longer an entity. The STC is not specific to any particular airframe since in those days RayJay did not specify a specific airframe for installation. The original RayJay and the M20 Turbos system are very much the same, except that the M20 system has an intercooler, a pop-off valve and a fixed wastegate. The configuration of the pipes and installation is different for the two systems. The Original RayJay utilized the F or E model airbox in the lower part of the cowling nose. The M20 Turbo system utilized the J model airbox. This is the prime reason why the M20 Turbo system requires a J model cowling (but the STC paperwork I believe also legally requires the J model cowling). The expense to install a M20 Turbo system on an E or F is therefore enormous since the J model cowling needs to be installed first. With the installation of the J model cowling also comes the installation of cowl flanges, new engine baffling, the cost to rebuild a factory original J model cowling, and a DER to sign it all off given prior data since there exists no specific STC to put a J model cowling onto the E or F. You will also probably want a 201 windshield and cowl deck if you have gotten into the airplane to this extent. The Original RayJay and the M 20 Turbo systems utilize all the same major parts (turbo and scavenger pump are the same). The exaust shape and routing are different. The M 20 Turbo system has a fixed wastegate and the Original RayJay has a manually adjustable wastegate as already mentioned. The manual wastegate can be completely closed so you can obtain a higher critical altitude which may be preferred. With the manual wastegate, you can also take the tubo off-line and opersate the engine in a normally aspirated mode as though the turbo was not there at all. This is completely pilot controlled. Time to install the Original RayJay is about 40 hours. It is essentially a bolt-on installation. The M20 Turbo system exhaust and parts are EXACTLY the same as the Turbo Bullet, except that the Turbo Bullet was an attempt to turbo boost a J model which did not work well. The M20 Turbo system, like to original RayJay, is a system that is limited to turbo normalizing the engine, retains the same pistons and compression ratios as the original normally aspirated engine, and does not have the added engine maintenance of a turbo boosted engine. The nurbonormalized applications work very well, with more utility of the airplance, no more engine maintenance, and the same operating costs as the normally aspirated engine. FYI: I have an Original RayJay system, with the major components rebuilt to new condition. The exhaust pipes are one gauge stainless steel heavier than the original, the wastgate is substantially more beefed-up from the origin (this was a probem with the original parts warping with heat as they were made of exhaust pipe material only) and all paperwork. I have 2 turbos - one completely rebuilt and one with 300 hrs - both with paperwork, rebuilt scavenger pump with paperwork, both STC's - one to install the turbo on the IO-360 Lycoming and another to install the turbonormalized engine into an E or F model Mooney, the FAA POH letter with operating specs, install manual, parts manual, and all drawings referred to in the STC's. This is as close to a new system as you will find anywhere. The man who did the rebuilt of the exhaust pipes used to work at RayJay and had the original jigs. He now is no longer workin due to a medical problem. A problem with pourchasing a plane with a RayJay already on it is that the parts will probably need rebuilding. Further,m it is much better to find the best E or F model you can find, and then insatll the turbo, rather than limit your search for a plane with the turbo on it. 1) As I mentioned, the turbo system will probably need an overhaul, and 2) there may be, and probably are nicer E and F models without the turbo which you would not have seen or evaluated. As such, you will be limiting your options of aircraft to purchase. Additionally, I have a servicable set of original RayJay exhaust pipes should anyone need them. I have attached pictures. If anyone would like to call, my cell phone is (617) 877-0025 and my e-mail is johnabreda@yahoo.com Thanks, John Breda

There was a recent posting on this site with a link to many other site suggesting a Mooney Corporate business plan over the next 10 years showing various repair, production, parts, airport, hotel and other Mooney tradename labeled businesses. Can anyone send me a link to my e-mail johnabreda@yahoo.com pointing to those sites or simply put a post here as to how to locate the prior thread? I was not able to find it. Thanks, John Breda

I have the left and right ceiling panels for the newer Ovation style interior. I originally purchased these as the first two panels I planned on using for my interior upgrade, but then found a crashed Ovation and bought the entire interior, seats and all from that aircraft. That left me with the original left and right panels which I purchased new. These panels would be ideal or someone who wants to do as I did, fir the newer style interior into the vintage airframes. The panels are fiberglass so they can be modified easily with basic fiberglass techniques to install them in whatever configuration you have. New they were about $750 each. I am looking to get about 1/2 that for them since they take up space to store. One can make the lower panels (below the windows) from flat stock (aluminum even and cover it). Some interior shops make an insert so that the arm rests can be recessed. There are lots of possibilities. If interested, please e-mail me at johnabreda@yahoo.com or call me at (617) 877-0025. Thanks.

The answer, at least for now it seems, is TCAS. The appropriate system for GA is about $8,000. Has voice and visual warnings, and is an active system which interrogates other nearby transponders. As such, it is operational where TIS is not. I installed my system at the suggestion of my IA who works as an avionics instructor for Simuflight in Dallas. The initial price tag is a bit daunting, but the technology is worth having onboard. Further, you can put in in perspective when you realize it is your own butt and those of your family that you are protecting. John Breda