jgarrison

Back on after several weeks on the road. I will PM those above with my contact info. I have one bottle currently on the shelf but can put an order together if anyone is looking. I generally stock the 115cf composites, but if I put an order in, I can get the other bottles at a decent price also. Thks, Jimmy

Composite bottles are 5 year hydro. Correct, 15 year life.

I think Columbia MS is the best for me. Maybe Gallatin TN if I can get in. Would love to go to ID, but I plan on making it a quick out and back, maybe just a day trip.

Columbia Missouri Alliance Nebraska Jackson Hole Wyoming All three are dead center on the path. I am going to watch weather and then make a plan. Edit: all three airports are dead center.

19 hours ago, RobertGary1 said: How does he says its ADS-B compliant? He claims the 430 is ADS-B compliant but has a Garmin 327 transponder. GDL-88 Is a full blown ADS-B Transceiver

Gills are okay on the 14V planes. Agree with the others that 28V Gills are crap. I buy a lot of batteries. Won't buy a Gill again.

Sorry, I didn' t see it. Don't get over here often. He had an agreement to sell it. I will check back to see if he got it completed.

I agree with this. It is a $9,000 (i.e. real money) option that would be used very little, if ever. There are some out there that make a big deal out of it when marketing planes and it may affect the sale-ability of some planes without it, but from a practical standpoint, it is throwing good money down the drain.

See PM.

Just got it. Will advertise next week, but want to see if there are any trade candidates before I put it on the market: 1995 M20M Bravo. 2250 total time. 350 SFactoryReman. TKS-FIKI, G-500 with Synthetic Vision, 530W/430W/GDL-69/GTX-330ES/Bluetooth Audio. JPI EDM-900 Primary Instrumentation. NEW Autopilot. Arapahoe Aero Maintained. Please email me at jimmy (at) allamericanaircraft.com and I will send specs and pics. Thanks...

Just to be completely clear, I did this over a four year period back when I was selling King Airs and Cessna Ram-VI 414's. Back in the mid-00's. I would make a decent sale then throw stupid money at the car. Those were good days back before the crash of '08. My current fun car is a 'been run hard' $10K Buick Grand National. More fit to my current place in life. And I can push the accelerator without worrying about something breaking.

No, not the M-22. 1970 Mach I show car. Link here: http://boernestagekustoms.com/70mach.html I have about $200K invested in it. It won the 'Best Ford in a Ford' category at the Good Guys show we entered it in (Best Ford out of maybe 1000 at the show, as selected by the folks from Ford). It is a show car for sure. Definitely drive-able, but you don't want to use it for an every day car, which is what I was interested in before I went crazy and turned it into a work of art. I have my daily fun car now, so time to let someone else start winning some shows with this one. Looking to trade for a $100K Mooney (Retail). We can adjust the numbers cash either way if the trade is more or less. Thx. Jimmy

So here is the dilemma. Aircraft is equipped with Aspen. Secondary attitude indicator is a Century vacuum driven. All good there (two indicators with separate power sources). I am trying to determine if I can take the turn coordinator out. The autopilot does not need data from the TC, so good there again. The Aspen has a slip indicator (inclinometer). I can add a second mechanical slip indicator to the standby easy enough. Here comes the issue: FAA circular AC91-75 basically says a TC is not needed if there are dual attitude indicators running off of different power sources (Electric Aspen, Vacuum Century - Check). It says that there needs be a warning system to warn of failure (The Engine Monitor will have a warning light for loss of alternator and loss of vacuum - Check). But here is where it gets screwy. On Page 4, paragraph d., of AC91-75,the section reads: "An FAA-approved attitude indicator with a failure warning flag that monitors power supply is acceptable under this AC. This attitude indicator must have an independent power source from the primary attitude indicator. This provides an equivalent level of safety to existing rate-of-turn gyro arrangements." This is normally accomplished in aircraft with a vacuum driven AI and an Electric backup (like the Castelbury unit). My plan covers all of this but the normal is reversed (Aspen Electric with Vacuum backup). But then, if you read the table below section d., it says: IF your aircraft is equipped with: (Scroll down to the 4th option of 5 described) Electrically-powered primary attitude indicators and vacuum- or pressure-powered rate-of-turn indicators THEN the rate of turn indicator can be replaced with: a vacuum- or pressure-powered attitude indicator. That part about 'vacuum or pressure powered rate-of-turn indicators' sounds like either is it was not well thought out or maybe just a slip up in the final product of the circular. Why doesn't it just say 'If you have an electric primary attitude indicator, then the turn coordinator can be replaced with a vacuum driven attitude indicator'. My reasoning? If you have Electric AI and Vacuum TC, I can understand replacing with a Vacuum SBAI. But in this case, If you have an electric failure, you are going to lose both Aspen and TC eventurally, so why is there not a section that says 'If you have an electric AI and an Electric TC, you can replace with a Vacuum SBAI'? My thought is that this circular was prepared before the advent of most of the glass panels and so it really didn't factor in that there would be Vacuum driven AI's replaced with Electric Glass AI's (which really came along after this circular was written in the early 2000's. According to paragraph d., all is good. The proposed installation meets the definition. But then you get to the chart and words get in the way. A Vacuum backup AI (with Inclinometer and Vacuum Warning Light), I believe, should be acceptable replacements for a plane with a glass Primary (Aspen) and an electric TC. Can anyone point me to something definitive one way or the other? Looking for space and panel layout more than anything else. Thx, Jimmy

It is certainly a crapshoot. There are those planes that survive sitting and those that don't. Personally, I would rather have a plane that has a TBO+ engine that has been flying 100 hours a year than an 800 hour engine that has flown 100 hours over the last 7-8 years. I have two planes TBO+ that I would argue for the buyers to do nothing at all to the engines until the engines tell them to do something (falling compressions, oil consumption rising, metal in oil, temperature splits on the engine monitor). It all comes down to the overall plane, what it has and what it is missing. Doing an overhaul prematurely on a plane that is loaded to the gills is not necessarily a bad thing. Nice planes support the value in overhauls. But it helps to plan for it and the best planning you can do is to budget from the start. If you don't see the value in the plane with the potential of an overhaul coming up within a few years, then pass and go to the next plane.

One Cylinder shipped. Three still available.

Encore conversion, 230 lbs. Available on the 252 by Mooney service letter. Heavier counterweights on elevators (maybe ailerons too). Prop Governor mod. Turn up prop to 2700 Turn down MP to 36" Add Dual puck brakes? Restamp engine from -MB to -MB(C)SB BTW, I have never heard of a 231 that will outrun a 252. 10 knots is a lot of speed to make up.

Looks like I have four bottles (two to put my shelf and two others that are going to drop ship). Let me know if you need a new bottle or will need one soon and I can let you know what kind of deal I can put together. Thanks, Jimmy

I bought four 115cf composite Bottles two weeks ago (the typical bottle on the Ovation and Bravo, also seen on the 252 and Encore). Have two of those committed in-house and I wound up selling the other two to folks that contacted me looking for bottles. I am going to plan on putting in another order soon as I like to keep one or two on the shelf. Send me a PM and I will give you info on cost, etc... I am getting a little discount for ordering several at a time. Jimmy

It's cool. I understand the logic. We all gotta work for a livin.

I have a case, crankshaft, camshaft and internal steel parts available (TSIO-360-MB - '252' Engine). All are overhauled and have all the paperwork. I have most of the other parts for a complete engine also but the balance is as removed and not overhauled. Thanks, Jimmy 830-438-4081 Sorry. I didn't see the info page that says I am not allowed to post stuff on this forum. Disregard.

I can put you in touch with him. I think he has about $10,000 invested in it. Let me know if you want to talk to him. I have a photo of it somewhere.

Has the optional Rudder Pedals and a table specifically for its use. G-1000 with GFC-700 autopilot. Owned by a client. He has almost $10,000 invested in it and has asked me to help him find a new home for it since he sold his plane. Website: http://simulators.redbirdflight.com/products/td2

Ken and our owner did a nice trade last weekend (213/182) on a post I made here. So let't try it again: Not a Mooney this time: http://www.controller.com/listings/aircraft/for-sale/1435417/1979-piper-lance-ii?dlr=1&pcid=17527&sfc=1&ssc=1&src=0&sps=0&ftr=0&if=1 747# of payload plus room for the kiddos and Mamma to move around. A normally aspirated Lance with A/C and the King Autopilot (vs the Century II, III or IV in most of the line). One Owner in Huntsville AL since new. I told him I know how to sell Mooneys better than Lances, so he said let's see if we can find a Mooney to trade on. Just FYI, I also have two more 231's that I can entertain a trade on. More info if you are interested. Thanks, Jimmy

Depends on the plane. We are looking to do a retail to retail exchange for a plane that doesn't need a whole lot of work.

Ladies and Gents.... I have a plane that the owner is looking to trade down. http://www.controller.com/listings/aircraft/for-sale/1441303/1985-mooney-m20k-231?dlr=1&pcid=17527&sfc=1&ssc=1&src=0&sps=0&ftr=0&if=1 This is a very nice 231, one of the late models with the split seats and one piece belly. Super nice interior and loaded to the gills. We are looking for a good trade, M20C - M20J. Let me know if you have some interest. Thanks, Jimmy