M20F-1968

Suffice it to say this system is a bear to work on. Once it is. working properly it is reliable until you have a leak. My approach to this system has been to always have an overhauled flap pump known to be good to swap out when the system is not working. Aside from the flap pump in the rear actuator, everything else is just plumbing and needs to be clean and leak-free. The flap-pump needs to be overhauled properly and it is. best if you have a test bench to check it before installing it. Of course, no one has these except service centers. The other thing I did that was helpful is to make up two pressure pots with hoses that terminate with AN fittings that will fit directly into the various connections in the system. One is a pressure pot purchased from Aircraft Tool Supply and the other is a approximately quart-sized pressure pot that is. meant to be a sprayer but can be fitted with a hose to be connected to the reservoir fill tube. Some people try to fill/purge the system of air from the front, others do so from the back. I tried both and neither were completely successful. The former manager from Lasar made the only suggestion that worked and that was to disconnect the front hose coming into the flap pump and back-fill it from the pump forward until all the air is out of the line. There are gyrations in that line that are hard to clear of air. Then quickly attach to the pump and tighten. Then fill the line again with the small pressure pot from the brake fluid reservoir fill tube clear to the rear of the system. Then close the system. Test it. You will likely need to fill, bleed and test the system many time filling from the front and letting out air at the rear. Read the manual on this. This is a system that, if it works, leave it alone. If it does not work, do not try to do anything to it until uou have all the pressure pots, lines, connec tors, flap pumps, sufficient brake fluid, many rags, and a change of clothes that you will need. You get the picture by now I assume.... John Breda

I have not read this whole thread, but I do have a comment.... If you take your plane to any shop, MSC or not, you do not know who is actually doing the work. Yes, there are very few A&P/IA's that know Mooney aircraft very well. I have such a relationship and find it provides the best situation as I know who is doing the work, I can assist if it is within the scope of something I can do well, and I can be there to learn, observe, and know that the plane is put back together reliably and responsibly. As a community of owners, we need to support the individual mechanics that have this level of skill and knowledge. John Breda

You might check with the factory. The G may have the same structure as the F already, but not the same documentation. It may not be kile the upgrade in Useful load in the leter J's which had the steel change alteration installed to support the increase in useful load. The G and F were made during the same model years and along side each other. I doubt there are diifferent. Just a guess and suspicion. You will need to verify it with Mooney Engineering. John Breda

When I did my rebuild, I used many parts from a 1998 Ovation with DER approval. I installed the Cleveland Master cylinders in both the pilot and co-pilot positions, used the No-shuttle valve brake line configuration, and used the Ovation parking brake. No problems what so ever. John Breda

Who knows Hartzell propellers and/or has a repair facility that can address small concerns about my prop? I have some questions about prop maintenance, criteria for repair of a couple of very small nicks, and a referral to a prop shop where I may be able to get a small quantity of the 2-part Hartzell epoxy paints. John Breda

for corrosion in the steel cage and wing spar before you buy it though to make sure there is nothing on the airframe that cannot be corrected in an economic way. If no issues are found, buy and ferry it home. You can get a DER to issue a ferry permit. ? Better avenue than the FAA as they may take a long time. For purchase price purposes consider the plane unairworthy until you have bought it, and once you get it home consider it unairworthy until you investigate everything. Take a look at the pics of my project 68F and you can see what can be done to upgrade these birds if you are so inclined. John Breda

What model airplane are you doing a prebuy on? Brian Kendrick will work on Ovations and newer Mooneys. He is exceedingly knowledgeable, works hard, is thorough, careful, can do anything on the plane, and is everything you want and need for a prebuy. He can come and do the prebuy on location or at McKee's Hangar in San Marcos Tx. He should be your first choice. I have known him for over a decade when he ferried my airplane to San Marcos from Dallas. That was its first flight in 26 years. John Breda

It was recommended to me by a high-time Mooney pilot that he uses speed brakes regularly on landings, particularly cross-wind landings. I have tried that several times and found that the landings with speed brakes have been some of my best landings. By design, you are forced to carry more power for the same airspeed. The plane feels heavier and seems more stable. Any thoughts, positive or negative? John Breda

Depending upon the thickness of what you are bending/straightening you may want to look at hand sheet metal seamers. https://www.amazon.com/ABN-Inch-Straight-Metal-Seamer/dp/B01M22HF9K/ref=sxin_16_pa_sp_search_thematic_sspa?content-id=amzn1.sym.fdcf0922-3645-4367-8fef-7b209ee72614%3Aamzn1.sym.fdcf0922-3645-4367-8fef-7b209ee72614&crid=3SYQXG54Y8AOY&cv_ct_cx=sheet+metal+tools+bending&keywords=sheet+metal+tools+bending&pd_rd_i=B01M22HF9K&pd_rd_r=bc0dfcd2-1b25-4fe4-995a-742725fd4d8d&pd_rd_w=ghng1&pd_rd_wg=oSknK&pf_rd_p=fdcf0922-3645-4367-8fef-7b209ee72614&pf_rd_r=ZFME10R33DZFZE01A9EF&qid=1686464613&sbo=RZvfv%2F%2FHxDF%2BO5021pAnSA%3D%3D&sprefix=sheet+metal+tools%2Caps%2C185&sr=1-4-f198e6a3-f8ba-40fc-adb1-ef5348fd130e-spons&psc=1&smid=A1UMBRA5ZTBCX8&spLa=ZW5jcnlwdGVkUXVhbGlmaWVyPUEyWUFYRlVVUU9IVlZJJmVuY3J5cHRlZElkPUEwODExNzkzMjRRV1VLM1VUNk5XWCZlbmNyeXB0ZWRBZElkPUEwMjU1NzE2UU8wTVdHMU1aTThZJndpZGdldE5hbWU9c3Bfc2VhcmNoX3RoZW1hdGljJmFjdGlvbj1jbGlja1JlZGlyZWN0JmRvTm90TG9nQ2xpY2s9dHJ1ZQ== I think I have also seen them with nylon-protected jaws. John Breda

But what e-mail was it sent from? I need that to search my e-mail. John Breda

For those of you with a Johnson Bar Mooney, who are in need of a replacement for the Downlock block, I have a spare that I do not need. It is used but has absolutely no wear. The paint (or maybe anodizing) shows some wear, but there is no step or out-of-round condition of the receptacle. $325.00 or best offer takes it. It is the LASAR version. Their price is $450 new. Pics are below: John Breda cell: 617-877-0025 e-mail: john.breda@gmail.com

What e-mail was it sent from? John Breda

I put 3" pedal extensions in the pilot side of my F and they work well. I have 1 1/2" in the co-pilot side. If you take out the 3", I may buy them from you to put in the co-pilot side of my F. My cell is (617) 877-0025. e-mail: john.breda@gmail.com Thanks, John Breda

I did not see a PM on Mooneyspace. Did you send me an email to john.breda@gmail.com? John Breda

Send me a PM so we can discuss what project you have in mind. I have a lot of paperwork. John Breda

With HID landing and taxi lights in both wings, you do not need a light in the cowling. John Breda

I have heard comments over the years that reweighing an airplane causes loss of useful load, suggesting that the factory may have been under reporting.... I have not data or knowledge to make me a believer or non-believer of these reports. John Breda

I never hit it at all. It is close enough to the seat that there is plenty of room. The advantage is that should there be a need to switch tanks urgently, I do not need to look for anything else. John Breda

I never hit it at all. It is close enough to the seat that there is plenty of room. The advantage is that should there be a need to switch tanks urgently, I do not need to look for anything else. John Breda

My answer to this problem was to fabricate this fuel selector extension. It is signed off by a DER. The cream-colored one is what is now in the plane. I have the original which I could sell if anyone is interested. Works very well. The selector is held down by 4 machine screws, and the step (larger diameter) in the shaft which matches a step in the shell. The rotation is assured by a slot and roll pin and set screw. John Breda

If you are detail-oriented, good with hand tools, and have access to an A&P that has a brake, sheer, sheet metal roller and will let you use it, or he will do it for you, you are likely better off to make them yourself. The bulk of the work is measuring, carefully fitting with Dremel tool/files. Use the old baffles as a template and lay the parts out with machinist's dye and a scriber. Riveting can be tricky if you have never done it. A pneumatic rivet squeezer makes life much easier. John Breda

I bought some (3M I think) Velco and a 3M product to apply to the carpet and floor as a prep to make the velcro stick better. It stays put and you have to work a bit to get it off. I think I bought both on Amazon. I can get the velcro info as it came on a large spool. It think I have the spar can as well in you need a name. John Breda

Or you can modify the structural cage as I did and make it look like to new models. Just need a DER, a DAR, and some time and Money. John Breda

Calculating the stall speed in a cross-controlled condition is a more complex equation than simply adjusting the stall speed for landing weight. Can someone share the math? In uncoordinated flight, it would seem that the stall speed at each wing tip might be different. The angled linear cross-section of the wing seen by the wind at any point is much the same, but the functional area across the wing length is different (one side using more of the tip and one side using more of the root) This math is above my pay grade. Do these hypothetical (or real) concerns minimize when you apply the rudder opposite to the aileron to line up with the runway (assuming the wind is lined up with the runway)? Again, the math is above my pay grade. Any insights? John Breda

There is no substitute for taking the plane to Paul Beck at Oasis/Weep No More in Willmar, Minnesota. Paul has done some work on location as well. He may be able to salvage what has been already done, and will give you an honest assessment of the status of your reseal and how to make it right. John Breda