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There is a 1966 M20E in Eldorado Kansas for sale on FB Market Place. I believe he is asking $70K. Basic steam gauges, no cowl closure, no oil cooler relocate, etc... pretty much stock plane with average paint. I didn't see the engine details. https://www.facebook.com/marketplace/item/366107062316954/

Anyone tried using Eldorado SR-125A to strip fuel sealant?

Eldorado SR-125A Sealant Remover Eldorado SR-125A is a viscous, paint remover, designed for removal of polysulfide sealants and adhesives to metal surfaces. Since, SR-125A has a mild odor, it presents no objection in the workshop, hangar or wash rack areas when used with adequate ventilation. Please note: This sealant remover is not intended to be used in fuel tanks. I wonder why they say this? CYA maybe?

Seems like somebody did... https://mooneyspace.com/search/?&q=Eldorado&search_and_or=and&sortby=relevancy -a-

Day 5: 5/20 Austin We stayed put in Austin for the entire day. Unfortunately, we didn't get to experience a whole heck of a lot of the city, its people or its culture--we spent some time walking around downtown in the afternoon and toured the State Capitol. Afterward, we had a very nice filling lunch at Moonshine Patio Bar & Grill. We thought we'd take a short nap after lunch, but dozed off for like 3 hours. Woke up at 8:30pm and didn't feel like going out, so just stayed in. Neither of us drink so we weren't super motivated to go check out the music scene and ultimately just spent some time recuperating. Day 6: 5/21 - Wiiindy flight! Lot of flying done today. Had a 40 knot headwind pretty much the entire way. Majority of the flight had at least moderate turbulence with some parts being moderate turbulence with a +/- 1,500ft mountain wave aspect to it. I was on an IFR flight plan, but completely VFR and asked ATC for a block altitude of 9-12,000 ft for the last leg. Departed Austin 10:30am: KEDC > 27R (Eldorado, TX) (1.75hr): Fuel/bathroom stop. Very nice little small town airport. Huge cross wind on landing, pretty much at all the 3 stops I pulled off today had a 25+ kt cross wind, but Mooney handled it well. Didn't venture into town, but the airport had a courtesy car and $3.95 per gallon avgas. Not attended when we landed around noon. 27R > KPEQ (Pecos, TX) (1.5hr): This was another little rest stop and lunch break. The flightaware description for the FBO entices you with "world famous burritos," and the best burritos ever. I'll tell you - it wasn't what we were expecting. Frozen burritos to be microwaved and you donate whatever $$ you want. Guess what though? They were AMAZING! The most incredible frozen burritos I've eaten :). A King Air came in front of me and I had a nice chat with the fellow pilot, who was a retired airline captain. Just trying to learn all I can about mountain flying before crossing into higher elevation. Even though winds were gusting to over 30, I decided to continue to destination (at my home airport I often have to contend with high winds and G30/G35, because hey it's Buffalo). I thought to be a little more cautious with the mountains around and was ready to turn back and had a few alternates in mind if need be. KPEQ > KTCS (Truth or Consequences, Mexico): 2.55hrs Oh boy. Had a block altitude of 9-12,000 and needed it for some of the flight. Very bumpy. Airspeed all over the place. All in all, the Mooney did well though. Was happy to finally land: Another 30knot cross wind landing with wind 230-250 25G32, landing runway 31. I chose it since it was the longest and the other were gravel (although in retrospect, that gravel looked fine, I just never landed the Mooney on it before so I wanted to keep what was comfortable). Touch down was fairly smooth but required tons of control input and throttle jockying on short final. So now we are here, but sort of stranded. No airport manager, crew car isn't allowed to be taken overnight...and we didn't make too many arrangements. I called one of the resorts and they thought they would send a ride, but they didn't when I called them after we arrived. About 45 minutes in, the airport manager gives us the phone number of an awesome woman who has a ride service and took us into town for like 6 bucks. We booked a fantastic Airbnb where we really got to relax. Rather than the hot springs resorts, this Airbnb also has an outside hot springs and is just very quaint and unique: Had a really nice and relaxing evening soaking in the mineral baths and enjoying the quiet town. Highly recommend checking it out. Definitely worth a trip out to KTCS!

About 6 this evening a Beech 35 (V-tail?) belonging to a Dallas resident on a flight from KELD (Eldorado AR) on its way to KHQZ (most likely his home drome), crashed and killed the pilot. His route on Flightaware (tail # 555SF) shows many gyrations and airspeeds from 80 or so to 140 or so. The weather at 11:00 showed OVC at 600 ft and from what I have seen it was almost certainly about that at the time of the crash. One can only imagine what this poor guy was going through while this was taking place.

Sorry for the wordcount, but I felt this info may help when considering paint processes. We use Eldorado PR5044 paint stripper as specified by PPG Aerospace. Eldorado PR-5044 is the newest generation, nondrying, peroxide-activated paint and primer remover for removal of polyurethane and epoxy paint systems. PR-5044 is environmentally compliant, contains no chlorinated solvents and is the only peroxide stripper approved by Boeing. It is approved by or conforms to: BAC 5725, DPM 5549, Boeing D6-17487, Douglas CSD #1, Embraer, WR-ALC Purchase Description, ATR. A single application of the PR5044 stripper will strip two coats of paint with an additional application possibly necessary to fully strip the airframe if the plane has had previous paint jobs done without stripping to bare metal. There is no abrasive agitation needed for this stripper, it is non-corrosive, and is washed off with fresh water and an alkaline soap to neutralize any remaining active peroxide residue . The airframe is unmasked and rewashed, with close attention paid to seams and other areas where residual stripper residue may linger to ensure there is no chance of contamination of the new coatings. 1. After allowing the airframe to fully dry we remove all access panels begin removing the remaining paint from masked areas. Again, this is where we like to point out where the proper process diverges from the norm because of diligence in ensuring the least destructive methods possible when preparing your airframe. We remove the remaining paint from the aircraft skin using 3M Scotchbrite products ONLY. No conventional sandpaper is used for paint removal from aircraft skin after stripping so there is no chance of inadvertently reducing the thickness of structural components such as rivet heads, window openings, etc. or altering the profile of the existing aircraft skin which reduces the aesthetics in addition to reducing the service life of the skin and making it susceptible to corrosion because of Alclad abrasion. I am currently painting a Conquest that was damaged by another "paint shop" to the tune of $275,000.00. Our structural repair department had to re-skin a considerable portion of this airframe. 2. The next step of the process is another area where many shops using "old methods" botch the aircraft preservation portion of the painting process. As specified by PPG Aerospace and in accordance with current Boeing practices, we use a conversion process in preparation for primer that does not use acid etching or an alodine oxidizing agent. The old method of preparing and converting aircraft aluminum and magnesium for priming consisted of treating the aircraft skin with acid to remove contamination and then treating with Alodine. The problem with the acid process is somewhat self explanatory because you cannot absolutely ensure complete neutralization of the acid that may have crept into the seams and airframe interior cavities, thus leaving a corrosive to sit in the lap seams and every other orifice where it will react, especially when exposed to moisture from rain or even just high humidity. This exposes the airframe to numerous opportunities for future corrosion issues. And, aside from the fact that Alodine is a Hexavalent Chromium wich is a known carcinogen, it is an oxidizer. What many do not realize about Alodine is that the application of it is to start a controlled oxidation (surface corrosion) and then stop this process by sealing it with primer. The oxidation of the aircraft skin is to provide a surface condition the primer can adhere to by creating a thin layer of oxidized aluminum. The same is true of the process for magnesium. After application of the oxidizer, you have 48 hours to seal it off with primer or the oxidation process will progress too far, resulting in adhesion failure of the primer due to exfoliation of the oxidation layer, or worse, the development of corrosion under paint. This often happens when an aircraft is acid etched and alodined and then allowed to set too long, awaiting primer, because of improper management of the paint shop work schedule. This is often evident when "bubbled" looking paint is seen with corrosion underneath and no damage to the paint that would explain the development of the corrosion. Or, the aircraft skin had other contamination from traditional corrosion inhibitors due to improper surface preparation. We use the PreKote system of airframe skin conversion. PreKote is non-toxic, biodegradable, and NON-CORROSIVE with a pH of 10-11.5. Chromated conversion coatings (such as alodine) are highly corrosive acids (pH of 1.3–3.0). PreKote also will not cause embrittlement or induce Cadmium leaching on Cadmium-plated metals and is approved on all composites and all metals, including magnesium and titanium. After passing numerous paint system specification tests by the US Air Force, Aerospace OEM's, and USAF flight-testing, the USAF specified PreKote as the only replacement for chromated conversion coatings in Tech Order 1-1-8, the umbrella Technical Order for aircraft painting. PreKote has been qualified and is being used on the fleets operated by Continental Airlines, Air Canada, Delta Airlines, Southwest Airlines, United Parcel Service (UPS), and American Eagle among others. In addition, OEM's including Dassault Aviation and Mooney Airplane Company have approved and implemented PreKote for production aircraft. 3. After the conversion coating, the aircraft is masked and primed using the PPG Aerospace primer appropriate for your coatings system selection. Once again, this is another critical aspect of the aircraft painting process that is often mishandled by conventional paint shops, resulting in inferior coatings performance or outright failure of the paint system. All coatings have a period of chemical activity, meaning that even after drying to the touch the coating is "cooking" at the molecular level. Primer has a window of chemical activity, typically 72 hours for our product, in which the topcoat must be applied to achieve a chemical bonding between the two coatings. On numerous coatings systems this window may be considerably less. If the topcoat is not applied during this window, the primer must be mechanically abraded in order to get mechanical adhesion of the topcoat with the primer. This causes two major issues. First, the abrasion of the primer defeats what it's designed to do; protect the aircraft skin. All coating are designed to be applied at a minimum dry film thickness. This optimal thickness provides corrosion protection and flexibility. Without maintaining this minimum thickness, the primer can and will prematurely fail. Second, it is impossible to fully abrade every little bit of surface area like tight skin seams and around rivets. This causes weak bonding areas between the primer and topcoat which will lead to delamination between coatings. This additional abrasion process also allows the possibility of contaminating the primer with skin oils, air tool lubricants, etc. Hitting this window of molecular activity ensures that EVERYWHERE the paint flows and is in contact with the primer there is a chemical bonding of the coatings. In essence, the topcoat and primer become inseparable because they have become one coating at a molecular level. Hope this sheds some light on what you "should be getting in addition to a good "looking" paint job.

I'm going to use the PPG Eldorado SR-125 Sealant remover. I called FlameMaster, the maker of the tank sealant and this is what product they recommended. The technical data is on the PPG website. It is only sold in a 4 gallon case. The cost per case is $400 plus shipping. The cleaner (ED-500) is $110 plus shipping. The Tech with PPG told me the sealant can be removed with a plastic scraper once it's treated with SR-125. The cleaner is used to remove the residue from the stripper.

Quote: 231flyer If you are looking for a quick flight and some level of variety (nothing like Vegas obviously) try Shreveport. You can fly into KDTN in about 45 minutes from the DFW area. If you call one of the casinos ahead of time they will have a Limo waiting for you at the ramp and get you back when you are done giving away your money (the house ALWAYS wins). Limo services are usually gratis but you are responsible for your gambling losses . I flew out my father-in-law last year and he had a great time at the Eldorado Hotel and Casino. Winstar is across the border in OK but somewhat limited.

If you are looking for a quick flight and some level of variety (nothing like Vegas obviously) try Shreveport. You can fly into KDTN in about 45 minutes from the DFW area. If you call one of the casinos ahead of time they will have a Limo waiting for you at the ramp and get you back when you are done giving away your money (the house ALWAYS wins). Limo services are usually gratis but you are responsible for your gambling losses . I flew out my father-in-law last year and he had a great time at the Eldorado Hotel and Casino. Winstar is across the border in OK but somewhat limited.