ZuluZulu

Removed from a 28V M20J for a vertical card compass upgrade. $200 shipped, Venmo/PayPal/Zelle, lower 48.

Three of these were removed from my 1994 MSE in favor of new ones I'd bought from Great Lakes. I actually did not plan to take these off, I was going to fly them until they literally fell off, but my mechanic surprised me at a recent annual by installing the new ones. Maybe he was trying to tell me something, but clearly they did not bother me enough to swap out on my own. The exception is the left wingtip lens, which is still as received from Great Lakes and has not been fitted. It's not included but is photographed. So this is an incomplete set of three, with only the left wingtip lens missing. They are definitely used, definitely cracked in a few places, definitely not as clear as they used to be. However, their appearance was improved quite a bit by using headlight cleaner from the legendary aviation department of O'Reilly Auto Air Parts. Offering them in case anyone wants them since, let's be honest, we've all seen a lot worse. Let's call it $200 shipped for the set of three (left wingtip missing) to lower 48, with Venmo, PayPal F&F, and Zelle accepted.

This was removed from my M20J and replaced with an overhauled part. It has a crack that may or may not be repairable (I am not an A&P and do not know whether or not it is) and is sold as a core only. $250 OBO shipped to lower 48 with Venmo, PayPal F&F, or Zelle accepted. Airworthiness to be determined by you and your A&P/IA of choice.

I have too much stuff sitting on shelves for months and months so I'm clearing some of it out. This is a LASAR rebuilt nose truss, PN 540004-509. Bought it in 2020 as a backup but haven't had any issues with my truss and figured I'd see if anyone needs it. Last time one was listed here it was asking $2200 so I'll match that. That price will get you tracked shipping to the lower 48 via Venmo, PayPal F&F, or Zelle. Also comes with the paperwork LASAR gives you along with a decal, nut, and bolt. Never used, has just been sitting in a box.

I bought a Pulselite system in 2020. My mechanic never had time to install it (and was dreading it) so it sat on the shelf until 2023, when he quickly installed the MaxPulse I bought instead. So I sold the Pulselite. With the MaxPulse costing $1000 less, it's a no-brainer.

Just remembered another one: the seat belts were sent out for rewebbing in 2021.

Well, if someone wants to give me a ridiculous amount of money as well, I suppose I would not be opposed. Full disclosure: I tried to trade it to the Chicago Bears for the number one pick in the draft but was rudely turned down. Sad!

Proof of the 159 KTAS displayed airspeed! Also I forgot I have a set of Jet Shades that would also be included, they look really cool on the ramp and they do a great job of blocking light and heat inside. And I also forgot I added Rosen sun visors in 2020. As you can see I have not been shy about adding upgrades.

It was a bit short of 950 when I got it, removing the vacuum system probably helped.

Well... when I bought my J in 2020, I didn't think I'd ever sell it. But a job change, some other life changes, and interest in joining a club for a few years so I can pursue additional ratings and getting ready to upgrade to another plane someday (M20S? M20R? A36? B55?) have me thinking about putting it up for sale while the market is still relatively strong. I have a friend who has bought and sold his planes very simply: agree on a flat price, minimal pre-buy, easy transaction. The seller takes less than he might otherwise get but doesn't have to spend a lot of his time selling while the buyer gets a good deal quick with a little more risk. That kind of arrangement has some appeal, but I'd also probably enjoy the selling process and trying to get full market value as a reward. And I'm really torn about selling it, so if someone out there finds this package compelling it might push me off the fence. Here are the basics (subject to verification because my mechanic currently has my logs): Model year: 1994 M20J (MSE) Engine: IO-360-A3B6D Airframe time: Approximately 2850 Engine time: Approximately 450 SMOH (2015) I don't recall ever seeing any of the compressions below 70 New engine mounts and hoses in 2015 Propeller time: Same as engine; OEM McCauley two-blade (OH in 2015) No known damage history Hangared prior to and during my ownership, and covered on the road with only a couple overnight trips Paint: Original (1994). Some chips and flakes missing. Not terrible but they're there. TLS scheme with Mooney Commercial Green on bottom and White on top Shines up quite well with WashWaxAll and Race Glaze but I was planning to repaint it in next 12-24 months Interior: New interior plastics from Vantage in 2023 (including new headliner and new side pieces forward and aft. A few pieces were still in good enough condition that I elected not to replace, but all the badly cracked and broken ones are gone now.) Carpet is original, was planning to order new ones from SCS. Original seats Glareshield lights work (LED), instrument panel lights work, map lights on yokes do NOT work, interior roof lighting works (all bulbs replaced with LEDs, red on the flight deck and warm white for the passengers in the back) Airframe upgrades/mods Monroy long-range tanks (94 gallons) Whelen Orion LED nav lights (with synced strobes at wingtips and tail) White tail position light added in 2023 (added a wire for the Whelen Orion; previously was strobe-only) New-ish (in last couple years) Whelen G3 taxi lights New-ish (in last couple years) Whelen Prometheus Pro landing lights People often tell me they thought I was a jet or a PC-12 after landing thanks to the lights! New wingtip lenses, installed 2023 New landing/taxi light lenses, installed 2023 New MaxPulse-controlled wig-wagging recognition lights (MaxPulse installed in 2023) Precise Flight speed brakes (electric) LASAR hubcaps and tie-downs Bose/LEMO jacks at pilot and co-pilot seats repaired and working, 2022-2023 Vacuum system removed in 2020, all-electric Battery always on a BatteryMINDer when in my hangar Leather-wrapped control wheels by AeroComfort (blue, despite the exterior green, because of the anticipated future paint job) New vertical card compass in 2022 Engine preheater (unknown manufacturer, installed by a prior owner) Notable maintenance Maintained during my ownership by a Mooney-factory-trained mechanic and recognized Mooney maintenance expert (was quoted in Flying magazine!) New landing gear shock disks in 2020 New fuel drains in 2020 New Concorde battery in 2021 406MHz ELT in 2021 Alternator overhauled in 2019, IRANed in 2020 Voltage regulator IRANed by Don Maxwell in 2020 New windshield and pilot window in 2019 Brakes redone/bled in 2020 Cowl flap hardware replaced with new parts ordered from Mooney factory in 2021 or 2022 Right wing main and Monroy tanks resealed in 2022, eliminating leak along inner seam of Monroy (left wing doesn't leak) New main visual fuel indicator, right wing (because the resealers broke the old one) New tires in 2021 or 2022 Avionics Garmin G5 attitude Garmin G5 HSI The G5s display OAT, TAS, winds, density altitude GTN 750 GPS/NAV/COMM #1 GMA 35c (remote audio panel with Teligence button installed on pilot's yoke) Aux audio-in jack on panel GNC 255A NAV/COMM #2 GTX 345 Four-axis GFC 500 autopilot (including pitch trim servo and yaw damper) Latest software update applied (and the trim runaway never happened to me) JPI EDM-830 Displays MAP, RPM, Oil-T, Oil-P, OAT, voltage, HP% Digital primary engine instrumentation (EI M-1 and R-1) MidContinent MD93H clock/USB charger, installed 2023 Flight Stream 510 (my old one wasn't working so I paid for an exchange replacement from Garmin, received March 2023) Stratus USB charging ports installed at pilot's seat Extras (would be included with a no-hassle sale) B-Kool air conditioner Redline Sidewinder Custom Bruce's canopy cover with matching tail number Wing and tail covers Cowl plugs BatteryMINDer for Concorde External power adapter for running avionics I might have a spare tire Portable oxygen tank with cannulas USB charging ports, not yet installed Might find more next time I'm in the hangar... Tanis heater (not permanently installed) Notes The G5s consistently read 159 KTAS in cruise. Not sure how much I buy that because the OAT also reads a little high on the G5s compared to the JPI, but it definitely performs at typical J speeds. Located in San Diego, CA The "bad": I figure it's only fair you know what I've been working on. Due to labor shortages and mechanic-related delays I could not control, the plane sat most of 2022, much to my frustration. It flew in January, February, May, and October. (But it flew very often prior to 2020, in 2020, and in 2021.) I am still waiting for the new interior plastics to be installed. The shop says it needs two men to do the job and has not had two available due to being overwhelmed with work. Annual is due next month, which will be completed when the interior is finished. The wing tank reseal job took a different shop five months to get right, also much to my distress. However, they caused a new, very slow seep from the wing next to the cabin. My mechanic says he can fix this by going into the wing walk. This is planned to be taken care of by next month. For some reason, the MAP gauge has always read high when the engine is running on the ground. We never found any trace of an induction leak. The engine has always ran strong and started right up, and I spent a lot of time trying to chase this down and never got anywhere. Appears to be a quirk of this plane but maybe you're smarter than me and can figure it out. Like I mentioned earlier, it could probably use new paint, new carpet, and new seats. All those things are next on my list if I keep it. I really love this plane. It flies great and I love the avionics. If someone really wanted to take it off my hands right now I probably would not be able to say no, as sad as that makes me to say. Otherwise I'm gonna keep flying it...just as soon as I get it back from the shop. And if it officially goes on the market, I'll list it here in the MooneySpace classifieds first.

If you’re a legitimate purchaser, you sue to enforce your rights when asked by a seller to pay again to get the benefit of the bargain you contracted for. You don’t just pay again and hope for the best. Breach of contract is the cause of action, not some convoluted, paper-thin “oh poor me, I’m the victim” story cooked up afterward to explain multiple irrational decisions directly contrary to the plaintiff’s claimed rights. This is burning your house down to get rid of a housefly. Anyway, now that I’ve demonstrated why I wanted to stay out of this thread (damn it!), I’m off to apply for a job at the internet law firm of Bing Google LLP.

Nothing says he has to file three actions for one recovery, either. The court has a long memory. Which constitutes bad faith and abuse of legal process, since the action is brought for an improper purpose. A great way to guarantee angering the judge.

Not following this theory. A reasonable actor doesn’t pay again for something he already paid for and thereby gained the legal right to insist upon performance from the seller. Being asked to pay again is a direct repudiation of your rights and arguably a waiver of those rights if you comply. You would only pay twice if you know the first payment is not legitimate and you want to avoid attention on the first payment.

Small claims are not just magic buttons you can push for free money. You have to convince a judge you have a valid claim, and judges are really not going to look favorably on you for either missing, or willingly going along with, an obvious scam. Judges will also not appreciate you filing multiple claims (especially if they see them as frivolous) about the same thing. The legal “advice” you’re getting here is worth what you paid for it, and even well-intentioned attempts to help (like GeeBee’s here) do not constitute sound legal advice. That advice might work for GeeBee if he was in your shoes but for you, it might not. Take the life lesson and think long and hard before taking any steps that could backfire and make this even worse for you. I really didn’t want to weigh in here but I would hate to see you compound your mistakes by pursuing litigation (!) without getting solid advice first. Not from me, not from some guys on the internet, but from a competent attorney licensed in your jurisdiction.

Can't have a number after a letter, this one doesn't work. Has to be either all numbers or end in a letter.

It’s a ‘92, so it should be a 24V outlet, but your point still stands.

Thanks — I should have made it more clear I was asking about Top Gun.

Will they patch tanks but not reseal? Or no touching tanks at all?

I wouldn’t put the ports in the middle. Unless you want to contort yourself to avoid snagging cords every time you climb in and out of the left seat. I have mine low and to the left of where I sit to keep the cords out of my way.

You might try BeechTalk also. A quick search showed ones were posted in February, July, and September of last year.

All I remember from that flight is not getting much higher than 2500' MSL and being jealous of that panel.

The Mini Route is definitely more of a legend at this point, but I haven't heard about refusals for any other route besides Coastal, which I've never been turned down on. And obviously you don't need ATC permission for the LASFR so there is no "approval" there.

This route is fine, but it's not very scenic, and if you do it during hot months you're going to be hitting some turbulence in the Central Valley around Bakersfield. Also, DARTS is on the approach to KSMO, which is frequently used by incoming traffic and for training, and it's very close to all the Southwest traffic coming out of Burbank which will probably annoy a sector controller. In my early days as a PPL I used DARTS and the controllers were clearly annoyed and routed me around it. I've avoided it ever since. Believe it or not I find it much easier to deal with LAX than trying to get around Burbank (especially without a Bravo clearance which I feel is harder to get around BUR). The published LAX transitions are there for a reason! If you stay closer to the coast you'd get a better view and it will probably be cooler temps thanks to the ocean. Plus there are some fantastic airports along there. Camarillo is worth a lunch stop at least once, in either direction. San Luis Obispo also has a good restaurant. You know better than me how to get out of the Bay Area, so let's just say KRHV -> SNS (modify as needed) -> YERGU -> PRB -> RZS (note the elevation, I would try to be at least 7500 or 9500 going east, it can be bumpy lower) -> CMA -> Coastal Route -> VPSPP -> KSEE. For the Coastal Route, which I use every time unless I'm landing at KSMO/KVNY and using LA Special Flight Rules, you enter south of KVNY -> LAX -> exit roughly FERMY. I have user waypoints programmed at distances on the LAX radials that take me to a point just north of the Bravo south of VNY and north of SMO, and then on the other side of LAX, it takes me to a point east of Torrance and close to FERMY yet on the radial. If you trust your engine, have life jackets, and want to get really scenic with it, you can do this portion: RZS -> VTU -> SXC -> VPLDP (used to regain glide range)-> VPSPP -> KSEE. You will be outside of the LAX Bravo the entire time. I only do this at 9,500 or above to ensure maximum gliding range to Catalina or land, but man what a view. And I usually tell the controller for that sector what I'm doing ("VTU, SXC, then Dana Point"), and they seem to appreciate it. Since, yes, most people do not go that way. Whichever way you're going, expect vectors and altitude changes for traffic around KSNA. And on the Coastal Route I frequently get instructed to descend and maintain 6000 instead of 6500 while in the Bravo. If I'm going to KCMA, I don't bother climbing back up, although they will offer it. Going south, they usually keep me where I'm at. And finally that last part of the route, starting at the Coastal Route -> VPSPP -> KSEE, is usually exactly what I do. I'm usually high enough to remain within gliding range of airports and it keeps you away from VFR training traffic lower and closer to the coast. Also, be careful using OCN as a waypoint. There is heavy skydiving/jump traffic operating out of Oceanside and you will be instructed to remain west of the VOR for jump traffic, so you might as well plan to be west of it since that's what they'll make you do anyway. And make sure you ask SoCal for a Bravo transition direct to Gillespie as you near VPSPP, if they haven't given it to you already. It's easy and you'll get it 99 times out of 100. Make sure that 1 time out of 100 is part of your flight planning so you'll be prepared to either squeeze through the Bravo to Mount Soledad, then transition Montgomery's airspace, or route around the Bravo to the east via Ramona, if you have to.