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Make sure your basic package is listed in your flyGarmin account and uses the same log in.

The problem with decisions that are made from presentation like these, especially when the decisions makers are not there is how they are summarized. Both fuel create issues for airplanes, one doesn't have lead... let's go the the unleaded version to protect the children. Facts get distorted so quickly. If the issue at hand for the meeting was which fuel should be kept there, the recent rulings are pretty good. 100LL must be served and G100UL is not commercially available in large part because manufacturers have not been able to determine that it's safe and the whole fleet is not able to use it.

Yes . Just weld it

My Corvair days were a long time ago. And I haven't thought about them in quite a while. That was the general consensus back in the day. I even had books about Corvairs that perpetuated that myth. Now that there is the internet, information is easier to come by. It seems that the design was all GM and inspired by a Continental aircraft engine. https://en.wikipedia.org/wiki/Chevrolet_Turbo-Air_6_engine We sure had a lot of fun with those cars. We could hot rod them so they would kick ass on most of the pony cars. And the late models would out handle almost anything on the road. No matter what Ralph Nader said!

So you use Stockmarket.aero just to see who has the part you need, and then go directly to that vendor? Next time I need a part, I'll try it. Thanks.

Not difficult to notice that one presenter dropped a lot of names and appealed to his own expertise, and the other showed quite a lot of damaged machinery and actual experimental data.

Exactly Holy crap. This fuel has been on sale for half a year in at least two major GA airports and has only seen ONE HUNDRED AND THIRTY users??

Well, George Braly's presentation is queued

Hmm, I think I'll pick Vulcans over Welders.

Flying was nice today, very smooth above ~2000msl. Visibility wasn't so hot, winds are blowing from ESE bringing humid Atlantic air, with afternoon thunderstorms supposed to begin building tomorrow. ASOS was calling 7 miles visibility, but on the ground I didn't notice anything. But I could identify the runway from 9 miles out, not just the field but the actual asphalt. (Not shown in this photo taken on the way out).

Stockmarket.aero Some of their stuff is a paid script. I work with company Torque Aero that can source most parts through their paid services. Internet can only take you so far sometimes. Listings will give you inventories of who has what. This level of Stock market aero leaves a lot to be researched still. Between Google, Stockmarket, and Torque I can find most parts. I’ve been using the -87A wheel off a Barron for the last 10y. My factory magnesium wheels were shot. -Matt

A very important edge that Swift has in this race is that they are already selling 94UL in many airports, their plan is to phase out 94UL and replace it with 100R. If they manage to get 100R STC´d or somehow approved fleet wide, then they will have a much easier go to market road than GAMI, who is trying to play the role of "shut up, we know what we are doing, you don´t get to ask questions about G100UL, and we are not running our fuel through ASTM or anything similar, because they know nothing about fuels."

That very well could be the case. It will be interesting to see how much the new owners increase subscription prices next year when they are actually running the business.

My adapter had failed, one of the springs inside broke. While it was being serviced, figured it was a good time to get the starter taken care of too. It hadn’t been serviced since install.

There have been a few times when I’ve bought new parts that were defective. I would check the temp sensor for normal operation using a heated liquid and another thermostat. It’s probably fine but just because it’s new doesn’t mean it’s good.

@Ragsf15e Looks like I had one OH’ed at Western Skyways. Here’s the part number:

When a tech broke mine, the shop looked at ordering a new one from the factory, and the single visor was more than a set of Rosen visors. Since @DonMuncy’s visors are more appropriately sized for the Mooney cockpit than are the Rosen visors, I’d go that way if I had to replace one. And if you fly LOP, you don’t need a power chart. An engine monitor and fuel flow gauge is all it takes to set power :-) -dan

You might even try a call to Don Maxwell to see what they are using on M20K 252s

Yep, the Corvair engine was designed by VW. Same process for both.

it's potentially less than that. Braly never answered the question "are those STCs or tailed numbers that purchased the fuel?"

@Ragsf15e Here's my last logbook entry on the starter adapter, from December of 2014: I'm not sure if that's a G or a 6 in the P/N. Hope that gives you some more info. Might try Aircraft Accessories of Oklahoma.

I had a mid 60s VW that I could have the engine on the ground, by my self, in 7 mins!! In high school my buddy and I changed many transmissions (Powerglides) in a 55 Chevy in a weekend laying on the floor. We blew them up right and left.

Wowzers!! The only missing redundancy is a backup autopilot!

That panel is just gorgeous!!!

One of the Commissioners requested info on G100UL alternatives. KRHV supervisor did talk about Swift 100R and the VP Racing Fuels developments, but unfortunately omitted that 100R has been in 172R fuel tanks for >8 months now at KSQL.

TLDR: Per Braly, no fuel is perfect and all the issues seen with G100UL have been seen with 100LL. He reports 120-130 aircraft using G100UL and reports <10 with issues. He encourages replacing 100LL with G100UL to end lead use and not jeopardize FAA government grant assurances. Per Luvara, of the limited aircraft using the fuel there have been at least 25 aircraft with issues; previous compatibility issues noted in his videos; no compatibility testing data published from GAMI to review; states Mr. Braly misrepresents aromatic content of 100LL and the mean aromatic content in 100LL is nationally 7.25%. Showed data regarding elastomer and o-ring swell; raised questions about materials compatibility with fabric aircraft, fuel lube, and sealant. My impression from the peanut gallery: I feel that Mr. Braly's presentation was more in line with advertising rather than data delivery, and I don't think he adequately explained the issues seen in the aircraft of note. Rather the explanation given was that "all the issues seen already occur with 100LL." I also find it interesting that his suggestion was that airports can eliminate leaded fuel legally if they offer G100UL in its place without jeopardizing government grants. Mr. Braly's presentation also wasn't up to date and had multiple typos. ("G00UL" I guess is the new G1000UL.). I also find it interesting that national 100LL aromatic content is MUCH lower than the 29% that is frequently quoted by Mr. Braly. This appeared to be an information session only; no questions were fielded from anyone either presenting or commenting. Mr. Braly's and Mr. Luvara's presentations were then followed by a presentation on lead data in the area and showed interesting view of if aviation lead is actually driving any increase in lead exposure to the region. I've included several of the slides from this presentation. Certainly interesting to see some of the data surrounding RHV lead levels. I'm not going to summarize this, but it was interesting presentation.

Live long and prosper, both of you!

https://sccgov.iqm2.com/Citizens/FileOp ... nline=True https://sccgov-org.zoom.us/j/88064280493 don't miss out on it

When I was in high school my buddies and I were into Corvairs. They had airplane like engines after all. We had one junk engine we would pass around to put in our cars when we were working on our good engines. It had one cylinder with a stripped out spark plug hole. I was the one who discovered that if you whacked the spark plug with a hammer so the threads were a bit oval shaped, you could screw it in and it wouldn't randomly blow out of the cylinder. Oh the good old days when you could buy a spare engine for $50. The three of us could swap an engine in 30 min flat. Add 15 minutes if we had to swap transmissions.

I thought a little bit about this - and I agree that it’s kind of a crazy model. But anyway - I suspect they do this so you get the Premium features whenever you have an active OnePak subscription, but your base product subscription is independent. If they tied the base subscription to the OnePak and you paid separately for the Premium upgrade, then you could end up paying for a year of the Premium upgrade and have the base product disappear one day later when your OnePak expires. Given the cost of a OnePak I think it would be a significant competitive moat just to include the GP Premium product from soup to nuts. But I’m guessing that’s why they give you the upgrade and not the base subscription.

At our base in FL, they are actively working to evict non-aviation hangar tenants, too. It is win/win for aircraft owners and airport businesses to police the hangar use. -dan

Texas Air Salvage has a 40-87 nose wheel off of a Beech Duchess https://www.texasairsalvage.com/main_view.php?editid1=296470

I filed a report with the faa and they actually responded to it?! Weird. Anyway, maybe the issue is fixed? It must have been nationwide because I saw it in the northwest and i saw reports on BT of it in Texas and along the east coast.

Flew to Munich with family, to see some German friends and watch UEFA football cup: Paris PSG did win football final, ahem soccer final not NFL We also visited few museums (Schleißheim, Dutches, BMW), lot of engines & propellers enough to keep me and kids busy and wife bored. The return flight Munich-Paris was a long way with 30kts headwinds and lot of weather avoidance, however, the Mooney always delivers back home, this time the Europe football cup is back home !

Commute to work after a great family graduation event and ahead of some inbound storms to western MT...

Spokane to Carson City for a visit with the parents/grandparents. 15,000’ most of the way at 175ktas and 10.4gph. Awesome airplanes! IFR and had to stay low for icing across Washington, but Real pretty descending across Reno near Pyramid Lake and Blackrock “airport”.

Get it on jacks and feel for binding. Carpet or boots can prevent movement at each end. As 47U said, get a feel for it. Momentum is key.

Hector at Aero Comfort did this for my yokes 2 years ago. Very happy with his work. Around 1 AMU if I recall correctly.

I sold my Cessna to a guy named Carl. He is building time for a flying job. He was out of control last night.

The latest, Mar 2025, issue of IEEE Spectrum magazine, the professional society magazine for Electrical Engineers, has an article on "Bring Back Buttons", about how the trend in user interfaces is now swinging back to having buttons instead of solely touch-screen controls. I think a decade or two of touch screens has taught us some things. I've never liked the idea of being dependent on a single touch screen for controlling an integrated system, so maybe the interface design pendulum swinging back to buttons to will solve some of these issues. Of course, that doesn't eliminate the possibility of software failures, but I think it'll help some things.

George, I am certain it is very clear to you that there are many folks on this forum who fully support you and your products. It is equally clear that there are many who are respectfully cautious about G100UL. And there are some who are downright nasty, and question your integrity and motives. I suspect that this diversity among members/posters is probably typical of most forums. I would sincerely hope that you do not let the few who attack you, taint your view of the majority of us, and you will continue to participate in the exchange of ideas and information.

From AI (Perplexity) : Based on the search results provided, it appears that the statement "Swift has already stated that their 100 UL will not work for a good percentage (15%??) of the GA fleet" is not entirely accurate. Let's break down the information available: Swift Fuels' Unleaded Aviation Gasoline Options Swift Fuels offers two main unleaded aviation gasoline (avgas) products: Swift UL94: This is a 94-octane unleaded avgas that is compatible with lower-compression, naturally aspirated aircraft engines. Swift 100R: This is a 105-octane (R+M)/2 rated gasoline (100 MON) designed to replace 100LL leaded avgas in all piston aircraft Compatibility and Availability Swift UL94 is indeed limited in its compatibility, as it's only suitable for low compression, naturally aspirated aircraft engines. This represents less than 85% of the fleet However, Swift 100R (their 100-octane unleaded product) is designed to replace 100LL in all piston aircraft. This suggests a much broader compatibility than the 85% figure mentioned in the query. As of September 2024, Swift Fuels' 100-octane unleaded aviation fuel received its first Supplemental Type Certificate (STC) for use in Cessna 172 R and S models. This indicates progress in the certification and approval process for wider use. Distribution and Future Plans Swift has indicated that they will replace their 91/94 distribution with 100UL when it becomes available, suggesting a planned transition to the higher-octane unleaded fuel The company is working on expanding its distribution network, with partnerships like the one with AvFuel mentioned in the search results. It's important to note that the transition to unleaded avgas is an ongoing process, with multiple companies working on solutions. The exact percentage of the GA fleet that can use Swift's 100-octane unleaded fuel may change as more STCs are granted and more testing is completed.In conclusion, while there are limitations for Swift's lower-octane UL94, their 100-octane product (100R) is designed for broader compatibility across the GA fleet. The statement in the query appears to be mixing information about different Swift fuel products.

Except that Swift has already stated that their 100 UL will not work for a good percentage (15%??) of the GA fleet.

Not much of a description at this stage. https://asn.flightsafety.org/wikibase/516388

With the new hangar availability, they probably went through the list, and found everyone who no longer owns an airplane, or is dead.

I'm on the hunt for an intake boot 600064-000. I've been calling around all over for this and can't seem to find one. Lasar has none in stock. I called them just to make sure and it's a 35 week lead time for the boot once they receive the minimum order quantity of 10. I've called Don Maxwell and about 15 other places with no luck. This is what mine looks like, it doesn't look repairable to me. Any suggestions or alternatives?