GeeBee

I can make any number of paint jobs, especially on aluminum fail even using premium paint with as little as Isopropyl alcohol. Painting aluminum is a process which requires an intermediary. I see very few paint jobs, even factories that accomplish that. I am guessing, because I know Beechcraft does it right (using etch and alodine) that those panels GAMI is testing are doing so much better. I regularly paint marine outdrives for friends because even the factories do not etch and alodine their units. My paint jobs last 5 times as long as Mercruiser's. Without knowing how the surface was prepared there is no way of knowing if Luvela's test was valid. I will say right up front, that panel off the 182 is over coated and probably a result of trying to get adherence without proper prep. That is the first tell in a "quickie" paint job. As to the video, I will quote the OP on this site "The video is not marked as not publicly available so only way to watch it is by click the link." Apparently the video is now public, but again apparently in the beginning it was not

Because he posted it in a restricted method. The video was not made available on YouTube.com general, only through Reddit. When you do that it gives rise to innuendo. Further, the results are not repeatable. Because the paint test he did is only valid on the airplanes he used. We don't know if the paint job was correctly prepped with etching and alodine and I bet twenty bucks, he does not know either. It is rare to see a GA airplane correctly repainted with good underlying prep. When that is done, the owner strokes a check to reflect that quality. As to the O-rings, that question has been answered. GAMI has been through two certifications. After Wichita was ready to sign off, Washington demanded a second and independent certification test through the Atlanta certification office. Both times G100UL passed all tests by wide margins. We could do more tests in a better test cell, but the fact is, GAMI's test cell is the best in the world, even better than the FAA's or the factory test cells. So there is nothing to do but field the fuel. It has been fielded and what we have discovered is 3, 40 year old airplanes with paint and tank seals of equal vintage have leaked and the fuel stains easy. Beyond that, there is nothing.

Have no idea. I'm not a patent attorney, but it is clear there is IP involved otherwise patents would not have been issued.

There has been attempts to steal GAMI's intellectual property both at PAFI and at ASTM. A member of the ASTM committee in fact tried to file a patent and it is know they tried because there is a record of it being rejected because GAMI already had filed and granted earlier. Lots of subterfuge out there.

They have called me everything but a "child of God" on this site Mr. Braly. I understand your frustration, you have proven G100UL ad-infinitum, and I am sure there is abundant subterfuge against you and your product for all kinds of nefarious reasons. Remember the old adage, the dogs bark, but the caravan moves on.

My father used to admonish me, "believe none of what you hear and half of what you see". The stakes here are so huge I would not be surprised there is subterfuge by any number of parties. As mentioned there is only one party so far that I have seen that has their testing verified by an independent party and indeed regulatory agency. I certainly welcome more testing, but it has to be more than a YouTube video. There are any number of independent test organizations that could perform the requisite tests. Of course engagement and payment would need to be by an interested but independent party like ABS, NBAA or EAA.

It is flat rate charge. $3999.00

I'll say this about those underground tanks at KRHV. They are at least almost as old as I am, because I was loading fuel out of them in 1969 as a line boy.

The buzz box is no guarantee. Every time I see a timing problem it is because people decided to use some new fangled tool. I've even seen guys screw up Time-Rite units. Put the shaft on TDC, hang a flower pot on the prop, go to 25BTDC. Done. Nice thing about the flower pot. It uses an un-relenting source. Gravity.

He was cooler before and got hot after they worked on the engine. I don't think baffles wore significantly in the shop. Unless they used a "flower pot" to time the engine there is nothing to say the engine is actually set at 25 BTDC. Get your mag and timing squared away first.

120C is 248F. If you got 248F on the firewall, you got bigger problems.

The fact is the excuse that we could not do a "group buy" is bogus. The entire transaction could be easily bonded with the price of the bond in the pre-purchase deposits. We are being gas lighted, period.

I said "some" because the amount of leakage is unknown, but there was evidence of recent leakage.

Rochester gauges are not expensive

I will also address this excuse. HS! The people who ordered the parts simply become unsecured creditors. Most likely the court would release the parts FOB for those who ordered them.

That AOPA Baron except for a bladder leak in a 50 year old patched bladder that leaked at the patch, some before G100UL, seems to being doing just fine. I'm betting it has a lot of nitrile in it too. Now with a new bladder we can watch.

Exactly! I bought the last external dial gauge LASAR had in 2022 and I wanted to buy more but was told "unobtainum". It is a good thing I did because I lost the left one last month so now I have none and no chance of getting them. Only Mooney can fix this.

That is because you deal with someone close to the factory. Out here in the hinterlands, MSCs just check the computer and say, "not in stock". Again, we are not the problem.

MSC's are not going to waste their precious and limited time ordering things they know are not available. They simply say, "not in stock". The problem is not us. A transmitter is useless when there is no receiver. Only Mooney can fix Mooney and right now, they don't want to fix Mooney.

The localizer antenna installation should have been a "heads up" that they have a non frangible obstruction in the over run.

I used to be an LCA on the B737-800. There is no reason for this airplane to end up in the state of gear up/flaps up even with an/or double engine failure. The systems are stupid simple, it is easier to drop the gear than the Mooney. Pull a cable, the unlocks release and the gear fall with spring assist. Belly landing puts you in a position of sliding down the runway out of control. That all said, the mounting of a localizer antenna on a non frangible mount is incredibly irresponsible engineering.

That is a fabric airplane and as was mentioned earlier by Mr. Braly, there has been no testing on fabric. Fabric airplanes have so many different finish methods it is impossible to know if the paint is even comparable with the fabric and it's underlying finish. Until the FAA put a stop to it, a lot of people would paint over PolyFiber with any paint they wanted rather than the PolyFiber approved paint. So without knowing what kind of paint and if it was the approved finish of the fabric manufacturer and STC holder nothing can be derived from the damage.

Of course they are. They are power plant people and they know what lead does to engines and especially turbos. The expungement of lead makes a lot of business sense not just from G100UL sales but for the rest of their business as well.

One of the things I do with people unfamiliar with aircraft when boarding or disembarking is I put the flaps full down. Keeps them from stepping on it.

I am beginning to think we can't get to UL fuel without some pain. Recall the introduction of ethanol into gasoline. In tank electric pumps failed by the thousands. Boats were especially vulnerable as fiberglass fuel tanks turned to goo and aluminum tanks corroded to the point of leaking. I had to replace all the fuel lines in my 2 year old boat, because ethanol would cause them to sweat fuel. Equally so when ULSD came out, thousands of diesels with mechanical injection pumps failed. When ULSD came out with 10% bio-diesel (so the suppliers could get their federal subsidy) it gelled easily in cold temps. We on this very board have for some time encouraged the use of fluorosilicone O-rings on fuel caps. Indeed not a fuel cap thread goes by here without that admonishment. I don't think you "get there from here" without some modifications to 50 year old machines. Guys with classic cars understand that. That means some of you will likely have to hunt down all your nitrile seals and change them, like I had to change the fuel lines in my new boat. We don't know where all the nitrile seals are in our machines, but as we say in the South, "We're a fixin' to find out". Personally if I end up with using a re-formulated fuel before I call it quits in aviation, I plan to fuel my airplane, run it up so I get the fuel fully introduced through out the fuel system. Let it sit for 7 days and then inspect. I think that is prudent because like the ethanol introduction, it is not going to be a smooth "drop in" process and it never has for any new fuel. GAMI has enjoyed a Stirling reputation in this industry. I don't think Mr. Braly would jeopardize that by price gouging or knowingly selling a defective product. He knows as much about the chemistry and science as anybody out there and I think his efforts are genuine in trying to get GA where it has to go under immense public pressure that will not go away as much as some think it could.