M20F-1968

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

Since I am an AME in Massachusetts who does Class I, II and III exams, I'll put out an answer to this one. Classes one and two have more stringent standards for vision. In Classes one and two, distant vision must be 20/20 or correctable to 20/20. In third class exams, distant vision must be 20/40 or correctable to 20/20. There is an intermediate vision exam (at 32") as well as the usual near vision exam (at 16") which is added if 50 years old or older. The main difference between Class three and the higher classes of exams is the vision section of the exam. I am an AME in Concord, MA. If I can help with medical exam issues, my phone is (617) 877-0025. Thanks, John Breda

What type of Mooney do you have. I have been using Brian Kendrick to annuals. He is the former service manager of the Mooney factory service center in Kerrville. He will come and spend several days as necessary to do an annual in the owner's hangar. Since I am located in the Boston area, perhaps there are other Mooney owners in the Boston area that can pool together to have him do several annuals locally. You can call me at (617) 877-0025 or e-mail me at johnabreda@yahoo.com to discuss my experiences further. Thanks, John Breda

I may have one of these. I'll check next time I am at the hangar. John Breda

I have a pair of Original Mooney Yoke emblems if you are interested. You can e-mail me at johnabreda@yahoo.com Thanks, John Breda

Brian Kendrick formerly of the Mooney factory service center might be interested. I tried to call him but could not reach him. You could e-mail me at johnabreda@yahoo.com or call me at (617) 877-0025 and I can put the two of you together if you are interested. John Breda

You did what you knew and kept your head about you. That all is good. My first comment relates to your plea to instructors to take their students through the clouds. You are correct, but a single or handful of exposures to actual IFR is not enough. I was fortunate to live in Oregon when I was working on my IFR ticket. I flew every weekend with a CFII, starting at 50 hours of total time to 130 hrs of total time, filing in the overcast, below the freezing level, and in the clouds. So mostly all of my IFR training was in actual conditions. This was invaluable. It did this time in an IFR equipped Grumman Tiger with a wing leveler which my instructor did not let me use. So it was all hand flown. Also invaluable. AS a VFR pilot, you should have recognized the haze creaping up on you and closing in. This are visions I also still remember from my VFR days in Oregon with 2500 ft ceilings and much fog. You were also luck that this did not occur when there was a possibilty of icing. As you continue your IFR training (and you should do that), try to find days when you can file in actual conditions with your instructor. It truely is not the same as wearing foggles. Your instructor should also let you make your own decisions and be there just to keep you out of trouble. You should not give up flying due to this experience. Just let it be your first reminder that you need to: 1) recognize your own limitations, as well as those of the aircraft 2) learn to question everything, and develope a keen sens of distrust concerning things that you may not knw - remember , you do not always recognize what you do not know and need to be viligant. 3) Every flight is different - learn to look at the big picture, and react to those things both obvious and less obvious. 4) ALWAYS HAVE AN OUT. Be safe, John Breda

There really is just as much room in a Mooney as other GA aircraft, it is just configured differently. Sitting with you legs outstretched rather than the "bench seating" feeling of a Cessna or Bonanza is different. The cabin wisth is quite similar to Beech, Piper or Cessna. It is much more of a sportcar feeling. Visibility is good. Access to the panel instruments is good. It may be tighter to climb in and out of the left seat, but it helps to push back the co=pilot's seat first. I rather like the feeling of "wearing a Mooney." John Breda

In order for a 337 to be valid as a major alteration, it must reference "approved data." That approved data can be an STC, or it can also be a DER approval after reviewing a similarly approved modification on a different model Mooney (if the parts and specifications are similar) or even a different make airplane if the issues are logically tranferrable (i.e. - HID lights installed on a Mooney with DER reference to an STC allowing the same lights installed on another certified airplane). Once the DER has singned off his approval, the IA conforms that the final installation done by the A&P was complaeted according to the DER's instructions and approved specifications. If there is NO reference in the 337 documents you have to an STC, DER approval or other data which is approved and appropiate to the FAA administrator, or no FAA sign-off as a field approval, the 337's are not done properly and would be attackable. If they were actually filed by the shop doing the modifications, they would be recorded in the CD of the aircraft's records. You should order that CD. I believe that the FAA has a limited time frame to "attack" or question the validity of a 337 stating from the time the 337 is filed with Oklahoma City. You should look into that further. The aircraft you are considering is probably outside that time limit. John Breda

Also, Plane Plastics has a plastic paint that softens the surface and thus enhances the bond. You can call them and inquire. John Breda

The oriinal panels are royalite. I have repared ABS plastic by making a slurry with small ABS plastic chips and allowing them to dissolve in MEK overnight. Perhaps a similar slurry can be used with the Royalite as a putty filler on the backside of the panels to fix cracks and voids. John Breda

I may have one for you as I have several I am not using. Once you confirm which one you need e-mail me or call and I'll check it I have that one. cell - (617) 877-0025 e-mail - johnabreda@yahoo.com Thanks, John Breda

Apparently, the airplane was given a new airworthiness certificate after it was peced back together. John Breda