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Same here, even though I have a spare 20:1 it's important that others have choices and can keep their aircraft flying for years to come. And not having to face the possibility of ending up AOG every 200hr inspection.

I don't have schematics for a M20E, but I looked at the schematics for the 1977 M20J that also used the Dukes and the motor shows only two wires, a red and a black. I don't know what the other two wires would be for unless yours has separate wires for the armature and the field windings.

Correct You can see it better in the pictures that @LANCECASPER posted when selling his seats Articulating Seat Frames or Complete Seats - SOLD - Avionics / Parts Classifieds - Mooneyspace.com - A community for Mooney aircraft owners and enthusiasts

Swift pushed 100R with FAA for C172S STC with company specs (this was a year ago). In parallel, they worked with stakeholders for ASTM approval (this is recent) for their "STC route", now they have an option to get it through PAFI... There are two main routes to get fuel inside aircraft, the "STC route with company specs" (regulatory and airworthiness requirement) and "PAFI route with ASTM specs" (consumer, industry, regulatory requirement), the latter is way more demanding and involve more parties. VPRacing are also working on last stage for "PAFI route" It's complicated, hope this graph helps

I got mine from peerlesselectronics.com

New correct price $650.

I haven't been following this issue because of the poor signal to noise ratio, but the press release says Swift fuels were released under STC. How does that "contrast significantly"?

Were you able to buy directly from Safran? If not, who?

An electric motor is just coils. Coils don't have polarity, just like resistors. These motors are made to switch direction, so the case isn't grounded through one of the wires. On the schematic for my airplane the motor is shown with two wires, and they are lablled 'grey' and 'red'. They connect to the electrical system through relays which switch the polarity based on the gear selector position. So there wasn't a straightforward answer to the question you asked, and I was trying to give you the best, shortest answer that was relevant and would also highlight that (as both an A&P and an EE). Exchanging information productively and reliably requires effort and attention from both sides. Antagonizing those that can help you and that tried to help you is ultimately not in your interest.

I hope they can get it to market for the same price as 100LL. I hope it has less issues than G100UL

I have had good luck with “electronic warehouses” that stock all kinds of old-new parts. Found a microswitch that had been superseded, but the newer one had a slightly different actuator that wouldn’t work. I would possibly expand out past the distributors if needed…

I once called the airport, they referred to the school "who sells it" and they quote the same price as Avgas 100LL, they had bulk order and lot of paperwork, I expect it to get cheaper if they have more volumes and wide usage (as we are told sourcing TEL and associate paperwork is getting expensive). If it's used by an ATO, it's cheaper In Germany, UL91 is 0.3€/L cheaper than 100LL In France, UL91 and 100LL are the same prices

I have had good luck with “electronic warehouses” that stock all kinds of old-new parts. Found a microswitch that had been superseded, but the newer one had a slightly different actuator that wouldn’t work. I would possibly expand out past the distributors if needed…

Indeed, not to forget thousands of volunteers, researcher or non profit players who peer-review most stuff in "open source". Getting through is difficult compared to getting through FAA STC... I imagine FAA has own testing, but I'm not sure how it differs from 100 MON specs requment plus detonation/knock testing as per Avgas ASTM D6424? For UL94, I think UND school saw valve and detonation issues in their Archers as they run their engines on 450F with peak EGT at 75% power, I would never ever do that even with 100LL? you need a monkey flying the aircraft Detonation is rarely a concern for pilots who manage their engines, keep CHT < 380F (we even used auto-fuels in Archer with Petterson STC for 8 years, no issues).

Have you seen the price per L in Europe for it already? Curious if it's the same as normal avgas?

Is this what you need? Dick

Like Jsno above I sourced a gear that will take me to the end of my flying career. I too hold out hope that there will be competition and the price for the 40:1 gear will not be $2k for future Mooney owners.

Is that the point? There are four wires with different colors coming out of the motor. For someone that works with these motors it may be simple simon, but not for someone that does not work with motors and simply connects a black to negative and a red to positive when dealing with batteries. If that was his point it was poorly made. You provided simple clarity. Thank you for that. Using knowledge as power versus educating for the good of members...one way to go. You go Steve.

Yes, I wasn't keen on used since that's what I have now, but I wasn't having any luck on any of the part numbers new. So thanks for the OEM catalog. I didn't know that. I did contact Safran's distributor. They had no stock go the 6041H53 (14v) but will check with the OEM. We'll see.

The benefit of a consensus standard like ASTM is that it has had eyes on it and approval by a very broad set of stakeholders, including engine and airframe manufacturers, refiners, distributors, etc., etc. The result is that the likelihood of post-deployment issues goes way, way down. This contrasts significantly to the STC process where one guy can do all those functions including being the DER for the FAA.

Looks like a positive development. Let's hope it will be a workable solution.

I agree with the guys above. Instead of looking for the Mooney part number (unless it’s actually available, which in this case it’s not), pull the original manufacturer and part number off the part. If it’s been superseded, you’ll need that part number. Search by that manufacturer and part. It’s amazing what you’ll find. Make sure your mechanic is ok with using parts that are from the original manufacturer instead of being blessed by Mooney (even though they are the correct part).

it's progress from a company that actual makes fuel for living. I think we have supplies of paint stripper for the next decade. Hopefully GAMI cuts a deal with Home Depot so it's more readily accessible.

I was not thinking in terms of hp per cylinders, it's good to know.

Full detonation testing on a big bore engine. (Which is an FAA requirement) Also hp per cylinder is not the only measure There are issues of volumetric efficiency and effectiveness. I am not saying it won't work, I'm saying it needs test results that has not been revealed.