Don Gates

Pair of fuel caps, had them and the tank rings replaced when I had the tanks sealed. Function but somewhat worn. Make offer.

Functional trim gearbox, no trim wheel sprocket or chain. Feels good when turned to me.

I have a spinner for sale, left over from installation of the ARI cowl mod. Make offer.

I’ve sold the Mooney so I don’t need these anymore. Main and nose gear preload check tools, make offer.

BM will be, after initial SI 3rd class. Lots of med data to get together and sent off. It’s complicated in my case as well, thus slow.

Tanks resealed at Wilmer by Paul, in 2021. 406mhz ELT hooked up to GPS. I loved the flight stream 210, upload ForeFlight FP to the panel. Aera500 gets the flight plans too, db is ancient but it serves as another display. Gfc500 has two servos, so you have to manually operate the trim but it’s honestly no big deal. physically located in Maryland….

Thanks, was going to be my “forever plane” but now medical issues have come up. Lancaster Aero painted her in 2022 in Smoketown. Plane is in Maryland, near Pax River

$125k listed through Jimmy Garrison

Garmin GFC-500 Autopilot!!! Garmin GTN-650 Touchscreen WAAS GPS Navigator / Nav / Com / Color FMS. Garmin GTX-327 Digital Transponder Coupled to a Garmin GDL-88 ADS-B DataLink (ADS-B In and Out). Garmin GI-275 Electronic ADI (Glass Attitude Indicator). Garmin GI-275 Electronic HSI (EHSI). Garmin FS-210 FlightStream Data Interface (upload ForeFlight Flight Plans Directly to the GTN-650). Garmin SL-30 Nav / Com #2 with Glide Slope. Garmin Aera-500 Portable GPS / Multifunction Display, mounted in and Air Gizmo Cradle. Additional Equipment Additional Equipment Electronics international CGR-30P Primary Instrument (Repalces all of the old steam gauges from the factory with a single instrument for engine and fuel control). Electronics International CGR-30C (Second instrument that has all of the gauges that wouldn't fit on the 30P), CiES Fuel Sending Units, Plane Power Alternator Conversion, ARI Cowl Closure Modification, Standard Six Pack Instrument Panel Layout, Vacuum System Removed.

I self-overhauled mine when I put the new engine on my M20C. Cleaned up the contacts and adjusted the gap. I built a little bench test setup so I could check it out without the airplane or engine, had time on my hands waiting for the factory reman engine to show up. Has worked perfectly since, it was intermittent before.

I built a makeshift pressure pot bleeder out of a garden sprayer, though the fancy Aircraft Spruce ones are better. It took several bleeding sessions to get all the air out. Lots of establishing the “bottom up” flow then pumping the brake pedals. Also cycling the parking brake valve, it’s as if air gets hung up in the valve. I used some model airplane fuel rubber hose to route the 5606 to a overflow jug. I was fortunate to get 5 gallons of “used” 5606 hyd fluid from leftovers on the military aircraft I work on…. The “old” fluid is pretty pristine in that it is pumped through some great filters when it is recirculated in the hyd “mule”, perfectly fine for a Mooney. The military gets the stuff in 55 gallon drums….

This. Had a crazy making problem, turned out to be a bad bond to airframe ground from batt neg terminal.

Given the avionics I would probably go $40-$45k. No logs is bad, but if they can be largely reconstructed it isn’t the end of the world. That first annual is going to be an eye opener though, plan on an expensive one - maybe $5k or more. I would look closely at what was done to the engine after the prop strike, did they split the case? Is it known who did the inspection and can that shop help document what was done… invoice, work order, whatever? I mean, IRAN can mean anything from “dialed the prop flange” to nearly a major overhaul, I would seek to understand what was actually done. I’m not hugely concerned about three years idle, depending what the storage conditions were. Hangared in Arizona is different than sitting outside in Florida. Getting an exceptionally thorough pre-buy inspection would be advised, I’d think.

With regard to high CHT’s, I throw out the thought that the amount of time exposed to high temperatures might be a factor in how bad it is for one’s cylinders. I too see high CHT readings in the initial high power climb out phase of flight, however after reaching roughly say 1000AGL I pull the power back a tad, lower the nose a tad to get the speed up, and I see the CHT numbers drop back under 400, 375 or so. The time of “above 400” operation is limited to perhaps 2-3 minutes, and is not in the high temp regime for hours and hours. I think of it as transient high temp operation. Not that I’m happy about it but I also don’t lose much sleep over it either. This is on a 1965 M20C with an O360A1A, the €*% doghouse, and the ARI cowl mod.