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I would suggest a read of the FAA's Part 16 determination (link) that this whole situation is precipitated by. "The text of these Resolutions is unambiguous. In response to the Resolutions, the County took immediate steps without qualification or limitation to implement the specific intent to prohibit the sale or use of 100LL at County airports. Specifically, the County terminated all FBO 100LL fuel sale permits, purchased unused 100LL stocks from FBO-operated tanks, and transitioned all County-owned fuel tanks to the exclusive sale of 94UL, effective January 1, 2022." Aircraft owners were left with no choice but to fuel elsewhere or now fill up with the only 'drop in' replacement (see G12) that arrived just under 3 years later. And a significant number of those who filled up with the 'drop in' replacement have experienced unique and noteworthy issues with their aircraft. I would say that it did not 'enhance the flying experience' for many. Couple relevant airport newsletter links: Fall 2024 Winter 2024 Users were also provided with an incentive that had the following language: "You are each encouraged to buy some fuel and see for yourself that it operates no differently than the 100LL you are accustomed to, with the advantages of a cleaner engine, cleaner spark plugs, cleaner air, and reduced engine wear."

Mind expanding on what you mean here? I have a digital CO detector onboard that's never gone over 1ppm so far. I'll look for a portable one to confirm they concur!

No the heads of the bolts rub on the boot as you are backing them out.

On my intake boot there is a square metal spacer between the bolts and intake boot that the head of the bolts sit on, same on the servo side. If you're talking about the bolts spinning the rubber between the spacer and the cowl, they would so the same thing on the servo side. Billy

There are 6 bolts on the cowl side. The wrench and bolts spin on the fabric of the coupling wearing it out. The bolts or nuts on the servo side are easier to get to and don't ware on the coupling, and there are only 4 of them. Putting on new lock wire is easy too.

Interesting, I may try that next time. I thought the servo side was safety wired, but I usually remove the cowl side so could be wrong. I increased the length of the bolts in the 4 corners, which makes getting the cowl side lined up a breeze. Billy

Thanks all for the input. Ended up going with a bKool. Looking forward to trying it out and hoping it maintains some decent temps on the ground and at low altitude until fall weather approaches.

1998 Mooney M20M Bravo – Low Time • Exceptionally Clean • Fully Upgraded Garmin Panel This low-time 1998 Mooney Bravo (M20M) is among the cleanest on the market. Recently upgraded with a full Garmin avionics suite and brand-new interior, it’s a turnkey aircraft with no damage history. Always hangared and meticulously maintained by the same owner for the past 13 years. Avionics & Panel (All New, Installed by Superior Aircraft): • G500 TXi 10.6" Primary Flight Display • G500 TXi 7" MFD • GEA110 with Garmin EIS Kit • GI 275 • GTN 750 Xi • GTN 650 Xi • GFC 500 Two-Axis Autopilot with Yaw Damper • GTX 345R ADS-B In/Out Transponder • 4-Place LEMO Plugs + Dual Plug Jacks Additional Highlights: • Total Time (TT): 1562 hours • SMOH: 1327 hours • New interior • Wet wings resealed by Wet-Wingologist (Sept 2021) • New ignition harnesses and fine-wire spark plugs • Always hangared • No damage history • In-line for annual (last annual expired June 2025 Price: $345,000 Location: KSGF – Springfield-Branson National Airport Contact: Kevin Hiller | (417) 880-3060 Logbooks & additional photos available upon request

the name of the owner and operator as well as tail number are spoken in the video I have uploaded I am sure you can figure out a way to reach out to him and ask him all sorts of questions.

If the city/county intentionally made certain product the only choice available for a lawful commercial activity, then they they did, in fact, compel the users to use it. Of course, the crux of the claim would be the misrepresentation of the product as a "safe drop-in replacement" by its purveyor(s). Your posts seem to indicate that you have a vast experience in litigating product liability lawsuits. Perhaps you could educate us stupid pilots on how the legal system really works in US. Maybe a refresher on the Restatement of Torts for those of us who have long forgotten that from our law school years .

I just got an email for 4 of these ready to ship to me but I never ordered them. They were for E/F and I have a K. I told Heather to see who actually ordered them but it sounds like she's just going to re-sell them. Chandler MSC probably put them under my tail number to stock them or something.

No disposition needed. It's already eaten its way out of the tank. Sorry, 53 pages and accusations of extremism and I just feel like I'm missing out... Actually it is interesting that there is some interesting info still trickling in. Reading the last couple pages, got to thinking that it *is* an interesting question to turn the spotlight back on how this all happened. As @Jackk brings up. And what should be expectations for infrastructure. On one hand there are efforts like the Gubernator's old hydrogen fuel station initiative decades ago, and the big costly "effort" to build EV charging stations across the country in the last couple years. Lot of top down but little impact. On the other is what people practically adopt and use in different locales. Ie. Many places petroleum isn't going anywhere soon. So... are some of these airport positions and statements like a town that just decides to outlaw gas stations?

Where did the airport or county say you needed to use the fuel in your aircraft? they did not make any claims to performance or compatibility. They simply made it available. the county town or city is in no way responsible for your maintenance issues or fuel choice. this would most likely not be a jury case - it’s civil litigation. still, nobody has provided the information for this 421 that “suffered 600k in damages”

Difference is this defective fuel was sold and promised as being compatible If I pump fuel normal 87 from Joe Bobs gas station into a mini van filled with screaming kids, marked to take 87, I get on the highway and the fuel causes the engine to seize, causing a crash, betcha Joe Bob is going to need a change of underwear when he sees that on the news

It might have something to do with the structure of the plenum in the roof, as well as the ability to mount the vent adapters.

he had sold his airplane thus the prop had a legitimate home address etc etc lots of activity on mooneyspace for 2 years.

None of this will be new to you, but here is some interesting info for others reading this thread https://xpda.com/flyingtoeurope/

Thanks, guys. I'm trying to feed Nav data to a single Dynon HDX and a uAvionix AV-30. I only adjust the OBS on the radio itself so it seems like splitting the signal is going to work.

Id also be suspect of the Lasar “overhaul”. I know at-least 2 people that got bad pumps from them recently. Billy

Not only that but the transmit and receive formats need to be th same for all devices. Not much of an issue with the SL30, but with a GPS, the receivers all need to be set to receive the same format and speed.

Before doing anything with the pump, I would look closely at the rigging of the cable that connects to the retraction lever in the cockpit to the small pivoting arm on the side of the flap pump. On my E, the cable is clamped to the pump lever with a screw. As I recall it was tricky to get the positioning correct on this. Will the flaps stay down if you disconnect the cable, and have someone manually position the arm on the pump to various places along its travel? This would help isolate rigging vs pump. By all means do this before taking the pump apart and having to re-bleed the system.

You can split an RS-232 signal easily with just a splice. You can have one transmitter feeding several receivers, but you cannot have several transmitters feeding one receiver. So the issue you would run in to is that the serial indicator for a SL30 requires a transmit and a receive, so while the SL30 could transmit data to multiple receivers, the OBS selection being transmitted back to the SL30 can only come from one device.

De-Pin the RS232 TX | RX signal from the connector (TX| RX depends on which prospective you are looking from) then split/splice it. I am not big a fan of this method but due limited signals I don't have much choice however Garmin does this a lot.

I found that removing the flex coupling at the servo is much less traumatic than removing it at the cowling. And easier too.

Actually i find that non pilot passengers handle it way better when you pre brief them what is about to happen and that you are intentionally doing it and it’s normal. Then when it happens it’s a non event. I even say there it it is reach down at a normal speed and turn the selector valve. Whereas the complete surprise followed by yelling a cuss word while jumping in your seat and snatching the switch over i find generally puts them in hysterical mode with even pants wetting and swearing never to fly with you again.