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They did leave it for 3.5 years now in aircraft tanks, this seems to tick all of the boxes, they think composition could remain the same for 5 years inside aircraft tanks, however, they need more data and time to support such claim... For aircraft, they have to show that anyway if it's an industry standard or stc'ed fuel, I think the requirement is something like 2 years when ASTM and 6 months when STC for "stability and oxidation" testing in aircraft. ASTM also test for "stability and testing" in trucks, containers and pumps, I think this is where 5 years matters more? if I am not flying aircraft for 6 months, I would have other worries than draining fuel. Not sure if this is guaranteed when fuels are mixed? most of the proposals seems to aim for ability to mix with 100LL and remain stable (however, they shy away from ability to mix with other 100UL fuels). I would be interested in shelf life of VPRacing 100E fuel as it may have unstable composition and may have high risk of oxidation and unstability (car fuels specs and variants are guaranteed for 3 months or 6 months, they won't last for say 2 years or 5 years unless one adds lot of additives and stabilisers)

No idea but they already have unleaded car racing fuels with high octane that rely on "oxygenation", for a long time now... For aviation certification, if they stick with this route they will have tough time passing PAFI tests or ASTM tests regarding fuel stability and oxidation (how long it stays in tank) as well as pressure and vapour lock limits (pump, pipes) It would be interesting to know what "they have for us", maybe their fuel will need some additives depending on the intended usage (turbos, temperature, high altitude)? flying or storage? "Winter Avgas vs Summer Avgas with mandatory calendar change"

Lost the PTRM servo in June. Ended up being the servo itself, quick swap, capstan/clutch stays. Local Garmin shop guru told me he had equipment to interrogate the servo but in my case it was flat dead. Hope it's not the GIA but I do know they re seat the connectors for those periodically... HTH!

Any reviews on the electroair system yet?

Nice thread here-

Just extrapolating from what I know of modern car engine design, I suspect more modern cylinder head (combustion chamber) design could buy a bit of extra detonation resistance versus our older designs. The obvious improvement though would be a full modern EFI system. Without the stupid fixed spark timing and uneven fuel delivery, you could effectively eliminate “the red box” entirely. Easy enough to electronically pull timing when cylinder temperatures get high, or when lugging the engine at lower RPMs. For getting a lot out of lower octane fuel, though, I think the really difficult thing is the air cooling requirement and the vast operating temperature range that implies. Water cooling an engine really helps avoid hot spots and even the design of that matters a lot… Chevy squeezed a bit more out of the SBC (and was able to up the compression ratio) when they went to reverse cooling (heads first), although they later abandoned that for other reasons.

You are mixing partial throttle with full throttle. "We could reduce our fuel consumption by 30% with a computerized injection system." No way. At full throttle it is basic chemistry. The fuel has a given amount of energy. At 14.7 to 1 you are burning everything.

This is my used as-removed dual mag from my 77 J. I upgraded to dual ElectroAir ignitions last year and am comfortable letting this go now! Working when removed, but past the 500 inspection interval. Comes with the cap and full harness in good condition. I had no problems running deep LOP with fine wire plugs on this mag and harness when I removed it. I would at a minimum have it inspected and/or IRAN'd before putting it back in service. $1850 plus shipping, and I'll take it back if it doesn't pass your inspection, minus shipping. I'll also offer to deliver it to Midwest Aircraft Services in Newton, KS if you would like to have them inspect or IRAN after you purchase it from me. They've done that work satisfactorily for me in the past and I trust them far more than QAA/Hartzell/Kelly/etc. You can deal with them directly and have them ship it after the work if that is appealing to you. I fully expect an IRAN plus purchase price would get you a solid mag for far less than buying a big house overhaul unit from the current unreliable suppliers, plus you can keep your current unit for a core/backup. I had another one as a spare that I returned as a core with my EA ignition purchase since they required it. Sent from my motorola edge plus 2023 using Tapatalk

The 1980 rev of the M20 Service and Maintenance Manual that covers M20C, D, E, F lists the use of graphite in exactly the same three places as the M20J manual.

This is another switch from my 81 J salvage, believed working when removed. I've got keys for it, but I think they're in the hangar right now so I'll find them or reduce the price... $175 plus shipping, I'll take it back minus shipping if it doesn't pass your inspection. Sent from my motorola edge plus 2023 using Tapatalk

Used from my 77 J, working when removed! One original key and a copy. P/N 10-35710-1. $175 plus shipping. Will take it back minus shipping if it doesn't pass your inspection. Sent from my motorola edge plus 2023 using Tapatalk

Used Trim Switch Assy The switch action feels good with springs intact. White lettering faded on top. A/P disconnect red plastic broken but switch action feels OK. CWS button broken off. Case crack at the lower screw hole, but not in the switch frame. Function unknown but I'll take it back minus shipping if it fails your evaluation. $300 plus shipping Sent from my motorola edge plus 2023 using Tapatalk

Nope, 4200 RPM. Weighs 12K at cruise 3600 rpm, 18gph/engine.

NOS Bendix Switch Repair Kit P/N 10-357515 $150 + shipping I was hoarding this but have upgraded to the ElectroAir switch panel (and ignitions) and have enough time on it now that I'm not going back! Magneto and spare switches are getting listed as well... Sent from my motorola edge plus 2023 using Tapatalk

If an engineer is using worst case then they would assume that. Let's not forget that long ago, Mooney's were used for training. Does anyone remember the "AT"? GMAX has one for sale now. I seem to recall a few years ago there was one in Asia used by an airline for training. It was imported into Canada I think with something like 10,000 hours. 1990 MOONEY M20J AT For Sale in Spring Branch, Texas | www.gmaxamericanaircraft.com (This is a former instrument trainer (it was an 'AT' when new).

Yeah. There's that..

Working the gear in the air vs ground is not the same — the forces are different for sure… Just a heads up… -Don

That’s roughly my understanding of where the 1000 hour guidance came from. Since Mooney owners aren’t tracking cycles, they just track hours and use a “primary trainer” worst-case scenario for cycles per hour. Before the most recent factory closure, I had heard rumors that the SB was being updated to 2000 hours as a guideline, on the basis that it was a more realistic but still very conservative number. Dunno.

Stuck buttons are no fun. I just had the Nav flip-flop button on my G430W stick. Found it while trying to track an ILS in actual. Not the time to press-press-press-press until it suddenly starts working again.

Who cycles their gear 5 times an hour? Are you using it for primary training?

Those HP numbers you are quoting are at 6000 RPM. We need an engine that makes power at 2500 RPM. Or we need a troublesome and heavy gearbox. What HP does your boat motor make at 2500 RPM? And what does it weigh? And what is the fuel flow?

Do yourself a favor and have someone who is *knowledgeable and experienced* about Mooney gear check the rigging.

Glad you said (or hotter) cause we are still waiting for that 100 F day.

I disagree. The engines in my boat is 7.3L (454 cid) MPI. Multi-port injection, roller cam and lifters. 5 years earlier the same engine without MPI produced 250 hp, this engine produces 310 hp. They don't make this engine anymore, why? Because the 6.7L engine produces 380hp on the same octane fuel Smaller, more power less fuel consumption. The current fuel injection on both Continental and Lycoming simply blasts fuel continuously. Rather than timing the injection with the cylinder like an MPI system. We could reduce our fuel consumption by 30% with a computerized injection system. Mixture control would be a thing of the past as the engines would always run lean. I am not blaming the manufacturers themselves, they have had to deal with a moribund FAA. But we now have pure electronic ignition STCs put forth by companies with a lot less engineering and administrative capability than the manufacturers. If they can do it, so should Lycoming and Continental...a long time ago. They don't have build new engines, they need to re-invent the spark and fuel delivery systems of existing engines and that could have been done long ago.