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.

Check your downlock J-Block, I bet it’s pretty worn judging from it’s appearance.

You got it, the GI-275 is the primary CDI. The right side CDI is primarily a repeater for the nav 2 VOR, and because the autopilot course data comes through the GI-275 from both VOR’s (GTN650 and the SL30). The OBS of the right side CDI is inop, you set the nav 2 course with the GI-275. Then if you reset the GI-275 course source back to GPS or NAV1 LOC the right side analog CDI is still active and could show, let’s say a crossing radial or something. It was a case where I already owned it and could be put to use, I had the space, so why not. I may end up with a Aera 760 over on the right side eventually and if it hides that CDI, oh well. Or perhaps an iPad mount. I know: all that stuff and still an iPad? Yeah,I like to display approach plates on the iPad, traffic too….

Left side, I made my own on my CNC. I got some CAD fils someplace then tweaked them to fit what I wanted. No idea where those files might be now, but I’ll look. Right side panel is a “overlay” to avoid the big mess with the radio stack right side structure, a new one would then get into a re-do of that.

There is a pair of hoses on my C that go from the accessory case down to the cowl mounted oil cooler. They are secured to the firewall with a pair of “butterflied” adel clamps. Getting those adel clamps loose is difficult. Getting them back on without tilting the engine mount or pulling the engine entirely is well nigh impossible. When I installed mine during the engine change I had bad dreams about those oil lines being too short or too long, and in the end I would have liked them to be .25 inch shorter, but it worked out. Thankfully I used the expensive Teflon hose that has a longer service life than standard Aeroquip hose because I dread ever having to do anything with them again….

There is a small switch, ADI reversion, labeled “auto” and “on”. Both GI-275 have AHRS, and the reversion mode is supposed to switch stable platform source to the autopilot as well as display an ADI. Have not verified / tested that yet though.

Thank you! I wanted to retain the round-dial aesthetic look yet have the tech. Thus NOT G3 or G5 nor JPI, though JPI is off the table due to past business practices for me.

Much better… everything is all on one instrument basically. I’m still getting used to it. You’ll note I retained my analog airspeed, altimeter, and turn coordinator, should I go black screens. I can do basic partial panel with those only.

2x GI-275 w/ backup batteries, GTN650, SL30 for comm2, EI CGR30 P&C, GFC500, GDL88, USB ports, FlightStream 210, GTX-327, 406 ELT. Area 500 in an AirGizmo dock just for another screen to look at. I find myself wanting to upgrade this panel, maybe a Garmin 660 or 760, have to figure out what fits. GTN-650xi at some point will happen. I wanna make Mike Patey want this panel, lol. I’m pretty sure it makes toast, I just haven’t found the menu option yet. Oh, I got it painted too. Now if Garmin would ship my autopilot servos……

Or, go nuts like I did. 2x GI-275, GTN650, SL30 comm2, GFC-500, EI CGR30 P&C, GDL88, GTX-327

HAH! I laugh at you! 400nm hand fly is piece of pie! Train your dog to do it.