M20F-1968

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

I have slarksome passive noise cancelling David Clarks that are like new. If interested you can e-mail me at johnabreda@yahoo.com or call me at (617) 877-0025. I can get model numbers, etc. They are standard two plug GA connection. John Breda

I will be flying from Boston to San Francisco on June 22. I will be at SFO about 11am. Is anyone planning to go from SFO area to the Lake Tahoe fly-in with whom I might hop a ride? You can e-mail me here or at johnabreda@yahoo.com or call me at (617) 877-0025. Thanks, John Breda

You should keep you O2 sat at least above 94% - probably higher in the 96% - 98% range. I can not comment if there is any existing data that might suggest what the loss in function is from 98% --> 94%. John Breda

I have done this. You can e-mail me at johnabreda@yahoo.com or call me at (617) 877-0025 if you need more if about my install. I used an existing STC data for another make and model and submitted at 337 with DER approval. I also installed the Ovation landing lights in the winds which is probably more than you want to so. John Breda

I would not remove the tail cone. This is the weakest part of the airframe. Take off the engine, engine mount and empennage and sit it on a flatbed trailer with the wings aligned with the length of the trailer. It will sit on its main geer. Fold the nose gear so the tailcone is up in the air at an angle. You can go 50 miles on a highway like that. Paul Loewen said he drive one through downtown LA that way. John Breda

I have some experience with this if you want to give me a call - (617) 877-0025. My e-mail is johnabreda@yahoo.com Which model Mooney do you have?

I have a parking brake valve - in fact I have two. My e-mail is johnabreda@yahoo.com My cell is (617) 877-0025. Thanks, John Breda

I have some panels cut for a Mooney that can save you some design time and water-jet cutting expense. See attached pictures. You can reach me at johnabreda@yahoo.com Cell (617) 877-0025 Take a look at my gallery and you can see my end result. These panels were made as the panel evolved over years and equipment changed. They can be installed directly in place of yours. Which one depends of the equipment you wish to install. They are 0.090" aluminum. The bottom edge still needs to be bent in a sheet metal brake.

My plane is a '67 M20F, and it has the tail fairings, wing tips with hidden antenaes, one piece windshield, wing root fairings, gap seals, lower cowl closure, and wing and flap hinge fairings. What other speed mods are there out there that I can install.... The question was asked and I can not resist this answer -- take a look at my gallery -- there is not much more left in the way of mods... I think the 201 windshield is best installed without the external access panels. Onece you start putting money into avionics, you do not appreciate rain leaking in onto them. There is pleanty of panel and avionics access from the instide if you design it right. John Breda

I also have a nice corrosion free wing from a 1967 F model. The plane was parted out only because the owner was an A&P mechanic and his spouse was concerned about selling the airplane as a flying airplane. She was worried about liability issues as he had maintained the plane throughout his ownership of it. I can be reached at (617) 877-0025 and by e-mail at johnabreda@yahoo.com Thanks, John Breda

Let you a phone message. Looking for cable lengths? John Breda

Can someone comment on Nitrox. The comments here are to be sure the scuba shop has that capability. Does that imply that he combination is somehow beneficial? The other comment is that "your cylinder will be filled from the oxygen tank only," implying you do not want nitrogen in the mix. John Breda

I am dealing with the same issue currently but mine is much more than just paint. I have been told to have the aircraft appraised. Does anyone know of a good, accurate and reputable appraiser? Perhaps Garrison as well? Any guesses on where I should start. The obvious is book value, + the purchase cost of new equipment costs, hours, engine time, new paint, new glass --> compare that to the cost of another technically advanced aircraft (doubt I would find an F or J similarly equipped) so that would mean a different model. I also have not yet considered costs to install the equipment. Any ideas? John Breda

I have 3 sets - I may be convinced to sell a set. You can e-mail me at johnabreda@yahoo.com My cell phone is (617) 877-0025. Thanks, John Breda

The M20 type certificate includes newer alternators (such as Kelley) which can be installed without much paperwork since the M20 type certificate is good across all M20 models. The costs may be cheaper to go this way without the need to purchase an STC from a different vendor whose product is not on the type certificate. Kelley had some issues in the past but I think these are now fixed. Going this route would allow the installation of a 70 amp alternator and Zeftronics regulator with I believe lower cost and still get modern equipment. John Breda

I too am interested if not sold. John Breda

Try looking at utilizing the space above your audio panel for the JPI 930. You can probably make that space bigger by removing your #2 Nav/Com and replacing it with an Apollo SL30 (much thinner) and moving the other radios and audio panel down. Then put in the JPI 930 which will allow you also replace all of your old engine gauges. For what it is worth, a picture of my panel is attached. John Breda