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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

Hi, i am looking at an Acclaim that has a large gap in time between the tach time displayed on the G1000 and Hobbs meter at the back. The Hobbs shows around 930 hours while the tach time is at 1400. How can this happen? Is this a serious concern? Also, the airbag seatbelt expired. Would this affect the airworthiness? thank you, yariv

On my last flight while climbing through 4000ft the Tach on the G1000 MFD started spiking from 2550rpm to overspeed and back, flickering between the true rpm and overspeed several times a second. It did so until in the descent when it magically stopped. Same happened on the return flight. The engine sounded like everything was fine and the backup Tach meter that comes with the 310hp STC was rock steady at 2550rpm. So I'm confident this is an indicator/sensor/wire/G1000 problem and not an engine issue. My AP concurs. Yesterday we took the cowling off and checked the connectors going from the magneto to the firewall and found them tight, without play and without any visual indication of a problem. So that leaves us with a head scratcher. I'll fly again tomorrow and see if the fiddling with the wires and connectors solved the faulty indication but would be (pleasantly) surprised if it did. Has anyone seen this or have any ideas? Thanks in advance. Robert

Cleaning up here. No reasonable offer refused. I have an overhauled fuel probe p/n 7740-118, original 6 pack cluster out of a 62C(oil leaked internally, other than that looks great, repairable or parts), oil temp sensor and plug, 2)12v NULITE light bezels (circle w/ no cutouts), NIB voltage regulator (electro delta VR300-14-50), and original MP/FP and Tachometer from a 62C, both in excellent shape,

I just installed a jpg 900... so i have all this stuff. don't know what anything is worth, will research later. thought i would make it available here first. ping me. mikeut b

Following on from a post of mine on another thread I wondered if anyone can point me in the direction of where to go to look for the required specification for equipment for our aircraft. Is there an online resource or is there someone at the factory that we can contact to get the info?

An engine/tachometer concern. On takeoff with full power applied MP goes up normally and remains constant. However, RPM increases to about 2500, then fluctuates between 2300 and 2500 for about 3 seconds, then increases to 2700 and remain there. There is no apparent decrease or fluctuation in power output. In flight RPM behavies normally. And, this anomaly does not occur during power increase for a go-around or on a touch & go landing. But, it does reoccur during a taxi back and takeoff. Should we be concerned?

Guys! Need your help again with some issues on my 1989 M20J MSE. Few months ago I had a major electrical failure (you can read here), and now, after lots of avionics repair, we're getting things as they were before, little by little. But still got some annoying troubles: - We had our R1 Eletronics International Tach replaced by a new one, but now we have approx. 30-60 RPM error, for example, at T/O, full power, full high RPM, the tach displays 2730-2740, and once the plane starts rolling, it may rise to 2760. We have no reasons to believe that the prop its really at more than 2700 since with the old R1 it never excedded it, and any adjustment was made at the governor, and we had checked rotational speed with a Tuning Fork (is this the right english term to reffer to it?) and it indicated 2700, full power, full rpm. We had not replaced the mag sensors, though, we are using the old ones. Do you think this could be the problem? - We replaced our Gauge Cluster, but sometimes, when you push PTT (both sides), the oil pressure indication drop till yellow arc. This happens on both radios (GNS430 and KX155), on transmitting modes. It seems to happen with frequencies higher than 130,00 MHz, but I'm not sure of this and if it has anything to do with it. - Our EGT/OAT (B & D P/N 0230-003, Mooney P/N 880001-509) is out of work: I know it gets energized, because it is noticeable when I pull the CB, but it just give wrong indications such as -30°C when the real OAT its like 30°C, and no rise in EGT at all while leaning. - Finally, the interior lights seem to be flashing at very high frequency, slower when the engine is at slower speeds, and higher, when the engine is at higher speeds. During flight its almost imperceptible, but during taxi its quite clear. Some general info: its a 28V system, SN 24-3139. We have replaced the Voltage Regulator and tested it several times in the plane (direct in the VR and with a multimeter through the cig lighter) and it seems pretty steady on the correct range. And at last, but not least, I am (as does the plane) in Brazil, so all of these nice avionics shops you guys indicates here at Mooneyspace are sadly unavailable for me! So, any help will be much appreciated!!! Tércio

Guys, please, I need your help! I'm willing to buy this tach (http://www.ebay.com/itm/B-D-TACHOMETER-P-N-0520-003-/171348387858?pt=Motors_Aviation_Parts_Gear&hash=item27e528e812&vxp=mtr) to replace mine but I was told that my sender might be damaged. Do you know what is the correct P/N for the sender of it? Does the sender includes the Tach Gen? Any of you have a spare one? It is difficult to find? My IPM says tha TACH GEN (B & D INSTR) P/N is 880053-501, but Mooney P/Ns make me confuse... I'm attaching a photo of the one I removed. Thanks!!