PilotBob

Sorry about the confusion I was thinking I had offered it at one time for $250. The alternator is sold though. As for your conversion I would ask a Mooney Service Center.

I've lowered the price to $200.

I've sold my Mooney, thanks to all for looking.

Antares, I was replying to 1964-M20E where he said by me lowering the price it puts me close to AOPA Vref when in fact Vref came in at $76,000. And thank you for the info on the proposed rule change for LSA, I am aware of it. The problem is even a carburated Mooney is still considered a complex plane which won't be allowed. I already have a plane picked out I want to get into. Look at www.lightningaircraircraftwest.net

I've done 3 appraisals on this plane using Jimmy Garrison's work sheet in the Mapa Log, AOPA's VRef, and Shery Lowen of Lasar in Clear Lake, CA a Mooney Service Center. All appraisals have been between $76,000 to $80,000 with Vref at $76,000. Considering That I've put about $70,000 into this plane upgrading the avionics, rebuilt engine, and paint in the past 6 years thinking I was going to be flying this plane for the next 10 years. But now I have medical issues and instead of applying for my medical and risk being denied I've decided to go into the LSA market.

I've lowered the price of my plane $10,000. Check out the ad.

I'm selling my F because of medical reasons, not really wanting to. I'm planning to go into the LSA catagory. I'll consider any reasonable offer.

I have a 75F for sale because of losing my medical. It's in top shape, finally got it to where I want it and bingo I have health issues. I've attached the ad I've been running and also it's listed with Sheri & Paul Lowans Lasar Plane sales. In case my ad doesn't go thru check their web site. Call me and I'd be glad to talk with you. I'm in CA 925-462-7942 ask for Bob My attachment didn't go thru cause of the pictures. You can also email me at keller36@sbcglobal.net and I can send you more info that way. Hope to hear from you Thank you

Flew the plane this weekend to Lake Tahoe for the Lake in the Sky air show with the Mooney Ambassadors. Plane is still flying great. Give me a call.

For Sale: Alternator Kelly Aerospace Alternator for sale. Model ALY-8520R. This a new rebuilt in the box with paperwork. Never used or taken out of the box. This was for a warrenty replacement but I installed a Plane Power. Fits an IO-360 engine. Aircraft Spruce sells this for $353 plus tax and shipping. I'll sell it for $200 plus shipping. Contact me at 925-462-7942 ask for Bob

I just put my 75 F up for sale. Looks as though it has all that your looking for. You can call me at 915-462-7942 or email me: keller36@sbcglobal.net It's posted in the for sale site as of July 1, 2012.

TT 4630, SMOH 815, New Prop Hub w/ overhauled blades 815, Fresh annual 6/2012, IFR equipped, Aero Resources nose cowl & Spinner, New paint 2010 by Art Craf in Santa Maria, CA, 1975 M20F, N7183V, Serial # 22-1181, Leather interior, GNS 430W with GPS steering, KX 170B, STEC 50 autopilot, JPI 700, O & N fuel bladders, JPI 450 fuel flow, New front windshield, EI electronic tach, New Gill battery, Fine wire spark plugs, Plane Power alternator, Sky-Tec starter, Oil cooler relocated, Goodyear Flight Custom III tires, Halogen landing light, Laser rebuilt nose gear, Rebuilt gear actuator & New shock disc, Complete logs, Major work done by Top Gun & Lake Aero, Hangered at KLVK, Call Bob Keller & leave message 925-462-7942 or email Keller36@sbcglobal.net $74,900 I'm lowering the price $10,000 to $64,900. The reason for selling is I'm losing my medical.

Quote: PilotBob I still have this alternator for sale as of 8-11-10 Still available as of 5-2-2011

RELIEF TUBE???? Who the hell needs a relief tube!!!!

Has anyone considered using adult depends? My hanger neighbor in his 80's says that's what he uses whenever he's on a long flight. He says their good for 3 pees. LOL!!!

Quote: PilotBob I have just recieved a warrenty exchange Kelly Aerospace alternator Model # ALY-8520R. It is a newly rebuilt by Kelly in the box with paper work. Aircraft Spruce sells this item for $353. I'll sell it for $250 plus shipping. It fits an IO-360 Lycoming. The orginial came off an F model but I think it should also fit an E. The reason for selling is I was in Grants Pass at Chief and decided to purchase a Plane Power. I can be contacted at keller36@sbcglobal.net

I have just recieved a warrenty exchange Kelly Aerospace alternator Model # ALY-8520R. It is a newly rebuilt by Kelly in the box with paper work. Aircraft Spruce sells this item for $353. I'll sell it for $250 plus shipping. It fits an IO-360 Lycoming. The orginial came off an F model but I think it should also fit an E. The reason for selling is I was in Grants Pass at Chief and decided to purchase a Plane Power. I can be contacted at keller36@sbcglobal.net

It depends on how much money you want to spend. All of the models: C, E & F are great planes and each have their own advantages/disadvantages. The "C" is a carburated engine with 180 HP and great fuel economy The "E" is a fuel injected engine with 200 HP. A little faster than the C and because it's fuel injected it's easier to fly at peak or even lean of peak and you can get the same fuel economy as the C. The "F" has the same 200 HP fuel enjected engine as the E and is 10" longer. You get 7" more in the cargo area and 3" more in the rear seat. Making it a lot easier to carry people in the rear and a lot more room for cargo over the C or E. It's also a heavier plane then the E making it a little slower and heavier on the controls. I own a 75 F and if I had it to do over I would have liked to spend more money and bought a 201 (J Model) It's the same size as an F but has all the speed mods which make it about 15 kts faster then the F. Before you decide spend as much time as you can looking and talking with people who own and fly these models. As I said they are all great planes. Good Luck, Bob

Quote: JimR Hi, Chris. I noticed that too. The '65 and earlier cowls are different from yours, as I know that you are aware. Perhaps someone else here will be interested, though. Too bad it won't work for you since you are in the market right now. Best of luck. Hopefully you'll hear back from ARI next week. Jim

Pilot Bob here, I’m the person who Mitch wrote about regarding the class D airspace violation. I’m sorry for not responding sooner but I needed to do more research on this matter. I also apologize for the lengthiness of this narrative. I was flying from Big Bear, CA (L35) to Phoenix, AZ, Mesa Gateway (KIWA) with flight following. When I was handed off to Phoenix Approach I told the controller I would descend and remain clear of Class Bravo for landing Gateway. He acknowledged and never said another word to me till I was about 2 miles inside of Class D Gateway. His call to me was “remain on present squawk code, contact tower”. I contacted Gateway tower and was told to “turn right and exit their airspace”. As I cleared their airspace they called and asked “what were my intentions” and I replied “to land”. The controller told me I had violated their airspace by not being in radio contact with them prior to entering their airspace and they were in the middle of an emergency. I told them I was handed off by Phoenix approach. They asked me if I was IFR or VFR and I responded VFR. They then told me we’ll take care of this on the ground. On the ground I called tower and right away they had an attitude, was rude and wouldn’t give me a chance to say anything. When I finally got a word in the person I was talking with said he was thru with me and he was turning me over to his supervisor and I was going to be written up. When the supervisor came on at least he was a lot calmer and more polite. This allowed for a two-way conversation about this situation. Even though I kept insisting it was not my fault, that I considered it a hand off he was adamant that I was wrong. He warned me that they had written up many pilots in the past for this same situation, that Phoenix Approach had done this to them in the past. I asked, don’t you think then that you have a problem with Phoenix Approach? He then volunteered that since it was an emergency they were going to talk with them. He said they would not write me up and at that point I thought it best to just shut up and get out of there. The next morning I decided I wanted to talk with Phoenix Approach and since the only phone # I had was Gateway tower I called to ask for Approach’s #. The person answering the phone was the supervisor I talked with the night before. He said he was just about to call me, that they had talked with Phoenix approach and he told me I was not wrong. I thanked him but I still wanted the phone # as I wanted to talk with and file a complaint with Quality Assurance. He assured me that they were going to continue to pursue this because of the emergency that was going on when I called in. I was fine with that and just dropped the matter. Thinking about this whole thing I really felt like it was entrapment at it’s best. How in the world could a controller allow me to enter class D airspace without letting the tower know I was there. If the controller had done his job he would have known they were having an emergency and vectored me away till it was over. Thanks to Mitch, he talked with his friends in his tower and they also told him I was not wrong and gave him a reference to the Controller Information Manuel #7110.65, paragraph 2-1-16 ( and especially the NOTE following. In the interest of space I’ll not quote it but if your interested I found it on the web by doing a search of the Manuel #. I have since attended a FAAST meeting where we (local pilots) met with the tower and approach personnel. I presented what happened and they also agreed I was not wrong. However, they had some interesting things to say. Yes, they do make mistakes and they felt the controller had forgotten me. They also said to never be afraid to query a controller, don’t be afraid to clarify a situation. You can be sure that in the future I will be doing this. They also told me that Gateway was a contract tower and their personnel are not trained as well as an FAA tower and, they have a reputation for being hard and rude to pilots. I also filed a NASA form the next day.

Quote: Lood I had the Lasar one installed during the previous annual, which was about 4 months ago. I have no experience with the ARI mod, but my AME sticks by Lasar regarding mods. Anyway, it looks really good and IIRC, it took them about 6 hours to fit the closure and if I look at it, it seems to be bit of a job. Mine also had to be spray painted after fitment to fit in with the rest of the cowling. Before the anual, a friend and myself did the four course speed run and my Mooney averaged out at 138 knots. I did the same test again last Saturday. I was alone and it was very windy, so it was probably not that accurate. After the four runs, the speed averaged out at 135 knots! So, at this stage, I can't vouch for any speed increase in my own personal case but it definitely improved overall engine cooling substantially. I did both speed tests at 7500', WOT, 2500 rpm at 50 deg ROP. Highest CHT on Saturday was 362 deg. I normally fly at the same power settings but with the rpm at 2400 and then the higest CHT tops out at 345 - 350 deg. Before I had the cowl closure installed, high CHT's were usually in the 380 - 400 deg region.