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I just finished updating my 1984 Mooney 201 panel. My plane spent the majority of it's life in northern Minnesota and has 2300 hours total time. Everything I am selling worked very well when removed. Reasonable offers will be considered. Here is a list of equipment being offered for sale (Images Below): King KG258 Horizon Gyro (Image 1a and Image 1B): $300 Two Auto Pilot Servos: $300 each (or $500 for the pair) Trim Servo: $500 Oil Pressure Amp Part No. 950D0311-002: $50 Antenna: $50 Avionics Cooling Fan: $50 3 Switches: $125 each Intercom: $50

Good day Everyone, I'm a long time lurker but first time poster to Mooney Space, but have also been a member of the Mooney Web lists on aviating.com for more than a decade now. Anyway now that the brief introduction is done, I have recently updated all my engine instruments with a conversion from the JPI 700 to the JPI 900 primary system. Therefore I have the following left over that some of you may have an interest in or need for so I thought I would throw them up on here before putting them up on Ebay. All were working perfectly fine when removed from my machine a couple of weeks ago and even the fuel gauges in the cluster were fairly accurate (as accurate as the analog fuel gauges could be). All parts have come out of my 1965 M20C but the part numbers are listed in case they may be applicable to other models as well. PM me if you have any questions or would like to make an offer on any of the following: Garwin cluster gauge (PN 22-166-010) MP/Fuel Pressure gauge (PN 22-260-04) Mechanical Tach (PN 66-00-111 ?) Factory Sport Aviation single EGT gauge I also have the following if you need them: Shunt for the Garwin cluster gauge Mechanical Tach cable oil pressure line for the cluster gauge fuel pressure and MP lines for the MP/FP gauge factory CHT probe factory oil temp probe

Our not-for-profit Mooney flying club is upgrading our 1967 M20F to a CGR-30P total instrument. As such we are selling the below items to help off-set some of the upgrade cost. Each item comes with a photocopy of the logbook entry that provides all of the below information and states that the equipment was functional upon removal. FSDO says that's all you need to reinstall in a certified aircraft. Photos and prices (or best offer) are listed on our website at http://www.monticellofc.org/aircraft/For_Sale.html . We are waiting until the winter to add a new fuel level gauge which will allow us to sell all of the cluster gauges. Ammeter Shunt - Garwin P/N 22-370-60, Installed: Original to A/C Volt Meter - Mitchell P/N: 10-25105, Installed: 10/4/2010 Oil Temp Probe - Lewis Eng Co P/N AN5525, Serial Number: 25067, Installed: Original to A/C Oil Temp Connector - Amphenol P/N 97-3106A-125-35 - Installed new 3/8/14 Primary CHT Probe - Electronics International P-101 with A-101 adapter, Installed: 7/24/2015 Manifold Pressure/Fuel Pressure Gauge: 22-469-01A, Serial number: K76D67D, Installed: Original to A/C Engine Monitor - Electronics International Model US-8A-4, SN 17308 - Installed new 2/28/95 EI CHT Ring Probe - Electronics Internal P-102-18 - FAA/PMA approved - Installed 5/31/16 EI CHT Probe x3 - Electronics International P-100 - FAA/PMA approved - Installed various dates EI EGT Probes x4 - Electronics International P-110 - FAA/PMA approved - Installed various dates CHT Cluster Gauge - Garwin 169C-910-12 - Original to aircraft Oil Temp Cluster Gauge - Garwin 169C-910-11 - Original to aircraft Oil Pressure Cluster Gauge - Garwin 169C-914-1 - Original to aircraft Cluster Gauge Box w/connector - Garwin 22-169 - Original to aircraft L & R Fuel Gauges - Garwin 169C-910-28 1 and 2 - Original to aircraft, OH'd about 10 yrs ago Update 2/5/19 : I have lined out the items that are sold. The ones at the bottom are still available. For folks having oil temp probe problems, I highly recommend opening up the Amphenol connector on top of the probe, looking for loose wires, and re-soldering them. That happened to our old one, thus why the connector was newer than the probe. With all that engine vibration, that is the most likely culprit for no or intermittent oil temps. Another trick is to put wrist locks in the lines about an inch from the probe. That way you can open up the circuit, test continuity, and reconnect them.