philiplane

Compliance with all manufacturer's instructions, including SB's, is required by many authorities outside the US. From SB643B: In addition to the requirements listed above, magnetos must be overhauled or replaced at the expiration of five years since the date of original manufacture or last overhaul, or four years since the date the magneto was placed in service, whichever occurs first, without regard to accumulated operating hours.

There are no really good maintenance shops at Fort Pierce. It's a bit of a ghetto, where the cheap guys go for quick sign offs. Johnny Stinson at F45 is reliable. https://amspalmbeach.com He's not a Mooney specialist but they do good work overall.

I've landed several different planes at Alton Bay. A Piper Apache, a Cessna Skyhawk, a Cirrus SR22, a Super Cub, and more. It's really not that hard to slow and stop. It's much harder to taxi around, especially with a castering nose wheel like a Cirrus or Grumman single has. You plan your turns based on rough patches in the ice where you can get some traction. Twins are easy since you have differential thrust. It's best to land when the runway has been freshly plowed, so it's rough. Landing later on a sunny day will get you some really slick conditions.

As a Service Center director, I was directly involved in repairing some brand new Mooneys in that time frame. The factory tried some new methods during assembly, and we had several 2005-2008 Mooneys with seeping tanks. Including brand new S Type Acclaims. Which did not go over well with the owners. Those planes went back to the factory for repairs and repainting.

If you retard the ignition timing by about five degrees on the higher compression engines, 94 octane works just fine. That is the official back up plan at Continental engines too. There is minimal power loss, so it's not a terrible trade-off.

https://www.flyingmag.com/blogs-flying-time-transition-unleaded-fuel/ The parallel valve O/IO-360's that can use 91/96 octane have been able to use Hjelmco's unleaded avgas, for more than thirty years now.

the wicking action of Corrosion X is what makes it better in preventing corrosion between skin lap joints. ACF50 is more waxy, and that's why it doesn't seep out through seams. I prefer the better wicking action of Corrosion X, because lap joint corrosion is hard to fix at any price. That said, don't use any anti-corrosion compound if you are planning paint work within the next three years.

It's not a low point. It's past the fuel tank, outboard. I'm pretty sure that Cirrus knows how to make their surfaces contamination-free before painting. This wrinkling exists on most of the hundreds of Cirrus I've seen.

magnetometer failures can happen after 8-10 years in service. I've replaced over a dozen of them on Diamond DA40 and Cirrus Sr22 aircraft. They just stop working with no warning. Servo motors don't fail, but the circuit board inside the housing stops communicating with the controller. Then you get a failure message and that axis stops working. It's more common on servos that are exposed to heat and humidity. That's the downside of "smart" servos. They can't operate without the feedback loop, so there is no limp home mode. They just go offline. Sometimes the failure is not in a component, it can be in the communication channel to the autopilot controller. The avionics shop should check all those connections first, before replacing parts.

https://aviationvibes.com/shop/jack-pad-adapter-for-cirrus-sr20-and-sr22/ I use these on Cirrus and other planes that have a hollow in the axle

Here is wrinkled paint on the fuel tank vent on a 2015 Cirrus, which has never seen G100UL. This is a well-cured urethane paint that has never been refinished since new. The wrinkles are caused by 100LL. And there is rarely any liquid here, only if you overfill the tank and the plane is on a slope.

The MSDS sheets for G100UL and for 100LL avgas list the components of each, and the percentage ranges of each component. It's not a secret. Nor is it a secret that toluene or xylene soften paint. You can buy them at any hardware store for the express purpose of thinning enamel paints. Fuel tanks aren't supposed to leak. But if they do, blaming the fuel for then stripping the paint is not the answer. Fixing the leak is the answer.

What's to "disclose"? Aviation fuels use various blends of distillates, and solvents like toluene and xylene. Both of these solvents soften paint.

100LL also leaves a dark brown residue from extended seepage.

Substandard only reveals itself when challenged. I find substandard materials when I try to spot repair damage. I don't expect peeling and bubbling, but that happens when you try to blend paint work into existing paint work that someone "cheaped out" on the primer, or used a cheapo hardener, instead of the correct (costly) products. I suspect that this is what the G100UL is revealing. Since it has more solvent action than 100LL, it is not surprising that some leaky planes are experiencing paint problems. Those problems would also occur if they needed sheetmetal repairs, but no one would know about it. The shop would simply find a way around it, and bill the customer accordingly.