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Scott Did you speak with someone at kx155.com? what is the downtown and cost?

Taking out the pump is not difficult. Takes about an hour, it is under the pilot legs, just behind the cowling. I had mine sent to Aero Motors and they had it back to me in under a week. I installed it back under the watchful eyes of an A&P/IA who was kind enough to come to my airport and look at the work and sign it off. (We don't have a regular mechanic at my field.) Whole thing was a non-issue.

I gather ASTM spec vs not is more an indicator as to how well the manufacturer plays well with the distribution chain. From refinery to storage and distribution and to FBO. GAMI went the solo route and had to find a refiner/distribution outside of current existing pathways (Vitol). They report million gallons but only sell it at a handful of locations. Why? Heck, Ada, OK doesn’t even have a G100UL tank for public use ASTM also speaks to mixing and testing outside of original manufacturer. GAMI doesn’t want anyone outside of GAMI and their limited licensed providers to be able to mix, test and certify conformance. I don’t think a GAMI certificate of conformance even shares the DHA (detailed hydrocarbon analysis) with the company mixing their fuel. It is just stamped “satisfactory” in the DHA field of the certificate per their FAQ. “if you wanna go fast, go alone. If you wanna go far, go together.” Certainly seems applicable with an industry that is so well funded, multinational, and reliant on so many resources within drilling, refining, production and distribution. Playing the “they don’t play fair” card may get sympathy from some. But it’s not a viable business strategy in the long run. This is why I feel GAMI was so instrumental with the CEH lawsuit in California. It’s their one door outside of their own development…legislation through litigation. After all, they are a small company that only owns a recipe.

I mean.. These things fly perfectly straight without alternators, seat belts, airspeed indicators, transponders, or airworthiness certificates..

This one was loose beforehand. Should I have paid more attention to it? Yes! Was this it's final cry for help? probably so. The newer ones are square interface with a set screw. Easy remedy, but the plane had spoken.

I am so excited, I almost made the flight today. @Seth Too bad you can't make it. I now of at least 3 Mooneys from MD making the trip.

Normalization of Deviance! Sent from my iPhone using Tapatalk

People that have an Aspen and GFC500 will have either a G5 or a GI275 to control the AP. So you can either install a G5/275 that will control the AP and keep the aspen. Or get rid of the Aspen and go for 2x G5 or 275s.

Looks like my recollection of timing was not very good when I said "recently" Turns out I bought them in early 2024. Time flies when you are having fun. Apologies for the error.

Yes. So, most likely the power comes from the battery to one side of the coil. Then a wire goes from coil to Master Switch, then to ground. If the Master Switch is Off, no current flows so relay is Open. Then you turn on the Master Switch, the relay coil sees current flow and closes relay. Avionics Master Switches work the other way. They are powered from the main bus, so with the Master off, no current to flow. Master On, Avionics Master Off, the power flows from the main bus, through the relay coil to the Avionics Master Switch. And the Relay Opens, so no power to Avionics. When you hit the switch, the current stops, and the relay closes and power goes to the Avionics. This fail safes the Avionics power. Not all aircraft are wired this way.

Hmm, I thought they came from Don. Let me check Yeap, I bought them on Sept 27, 2022 from @DonMuncy

Imagine, you will have to use it what it´s originally made for... I would be interested what MSC takes responsibility to withdraw a carb heat system at a aircraft with carburator engine ...

Better than the door handle falling off before the door opened. I had to call the FBO on the radio once and have them send someone over with a pair of vice grips so I could get out of the plane. Since then, I keep a craftsman #0 Phillips screwdriver in the plane. It fits the roll pin hole and makes a nice emergency door handle.

Thanks Since cleaned and lubed they are working fine for now

I am still practicing landings in the Long Body and have not removed my 4000' runway limitation yet. I have one 2100' foot landing so far. I went for the afternoon turn money into Mooney Noise flight yesterday. Questioning if I should do some pattern work. I did one acceptable landing. A little fast, did not hold it off long enough to burn some extra energy. Because it is Texas first thing you do is open the window and door and get some air moving. Opened the door. Door latch handle fell off in my hand. Tossed it on the floor. Decided the plane was saying that is enough for today. OK I get it.

Since this has been brought up, I called JPI to see what the cost was. They said it likely could be done without sending it into them and the cost is $500.

Interesting that you got some from Lasar? I don’t even bother with their website anymore. I emailed the parts department back in march and again last week. Both times they replied and told me they didn’t have any and didn’t know when they would.

I insert the tube in the oil filler neck instead of the oil breather tube. I had the same issue with my Bravo and decided to get a silicone stopper that fit the oil filler neck opening and drill a hole in the center of it to fit the Engine Dehydrator tube. I remove the dip stick after every flight to let the moisture escape while the engine's hot, and then insert the stopper with the dehydrator tube. That gets the dehydrated air to the top of my Lycoming where it's needed most, and logically makes its way through the rest of the case. If I'm going to be down for an extended period I have dehydrator plugs to replace the top plug in each cylinder. I use a toaster oven at the hangar with two stainless steel baking pans. It takes about an hour at 250º to dry a batch of desiccant. I store both the used and dried desiccant in separate large flat tupperware-type containers. It's easier to empty the dehydrator jug and the baking pans into the larger plastic containers. And then when the time comes to dry or change desiccant I use a Solo cup to transfer the desiccant from the plastic container into the oven pans or the Engine Dehydrator jug. Sure it takes a little effort but it's easy and the drying doesn't have to be done all in one visit to the hangar. Having an air-tight container to store the dried desiccant is the key. Cheers, Rick

I have one. Last updated in 2017 (America region coverage). pm if interested

That is why the ASTM argument against G100UL has been a red herring all along.

I bought some three years ago that @flyingchump made and they are great! Smooth as they can be.

Yes I agree with you that is the "legal" answer. Yet in both cases of POH's on Normal Takeoff, landing gear are retracted before flaps........ How is the initial Climb during a Normal Takeoff different from the initial Climb during a Balked Landing/Go-Around?! Is the air around the plane, the lift of the wings or the physics of the plane any different between the 2 climbs?...No Is the recommended speed or rate of climb different?...No Is the attitude of the plane different?...No I don't understand the inconsistencies. Maybe more seasoned Mooney pilots can explain this. From a safety perspective, inconsistencies increase the chance of making a mistake. And here is another safety perspective. Problems with our landing gear systems are common topics on MS. There are many topics about the landing gear not retracting due to switch, solenoid or air-switch failures. They are unexpected events which can be startling while a pilot is under pressure of takeoff. If a pilot is going to be fiddle farting around/distracted during the initial climb cycling the gear switch, looking at the gear indicator light on the panel, looking down between the seats at the gear indicator window, or maybe pulling circuit breakers then they may not be fully focused on proper takeoff/climb. The pilot might even pull the power back intentially to keep the speed down for fear of exceeding "legal" gear retraction speed. These are times, especially at night or in marginal weather conditions, where there is a greater likelyhood of the pilot allowing the plane to lose speed or enter a banking turn that might become steep. I argue that it would be better to have flaps still deployed and out. It reduces the stall speed and gives an extra margin of safety so they don't stall the plane.

Still got a car with wire center knock off wheels that takes them lol

But the right car makes the trip to and from the airport so much more fun. Especially for rural airports as they tend to have nit twisty roads for access.

Peak of each type, F1 versus MotoGP https://www.redbull.com/us-en/formula-1-vs-motogp-speed-comparison Lap times, GP2 is 15 seconds slower than F1, but still faster than MotoGP