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If my landing is challenging (busy procedures, instruments, night, winds, icing...), I put takeoff flaps or no flaps. For some reason, I like the feel of more speed and another extra advantage is less things to worry about on visual segments, go-around, balked landing: I throttle up and pitch for my speed. It's mostly personal preferences, I can do full flaps but it's not my cup of tea: on full approach it feel too mushy/slow on 3deg glide (no flaps feels stable/fast, especially in gusty winds), on short final, I hate when it balloon and I hate large trim change from idle power to full power during go-around I use full flaps when doing landing in tight strips in nice days or when doing tight pattern work with steep glide (6deg) The go-around with full flaps require orderly execution

One barely need more than 50ml to pre-wash a filthy belly (exposures are tiny and are ok while wearing gloves, after all it's not injecting straight in the blood) I may pick cleaning solvants but then one gets into all sort of compounds, dosage, chemicals, additives, allergies... avgas is cheap and available, for now

They are not saying a lot but I recall George mentioning that one should wipe G100UL stains right away (while 100LL stains can wait months or years or until next flight in rain). For Mooney with leaking tanks this could be problematic, especially, if it's left outside (with UV exposure) For Mooneys without leaks, there should be no concerns on paint. For impact on sealants, let's "wait and see", I don't think there are any issues? or at least not the kind we will see after one week? maybe decade or 5 years? (at least the fuel inside our tanks does not get lot of UV exposure) I wonder if one should have some sort of "UV protection" around fuel caps and fuel drains? also ceramic coating (and hangar) helps

There are lot of evidences that G100UL is not good for aircraft paint From the horse mouth, "very small portion of the fuel composition includes a molecule that reacts with ultraviolet (UV) from sunlight and creates the potential for staining" https://www.g100ul.com/dl/Refueling Hygiene G100UL Avgas.pdf I would not clean grease/oil on aircraft belly using G100UL and leave to dry under the sun (I am happy to do it with water and 100UL, even for fibreglass or plastic aircraft)

That's my take of it, no leaks: then no problems, if leaking: the paint will take the hit, even with small leaks !

That's my understanding as well, it's part of certification, however, it's rather a weak requirement for all practical purposes, one need to see 3% climb out of ground effect, likely at sea level with standard weather (say balked landing with failed full flaps and gear) FAA FAR23.2120 (and EASA CS23.2120) Climb requirements For a balked landing, a climb gradient of 3 percent without creating undue pilot workload with the landing gear extended and flaps in the landing configuration(s). The 3% climb on good days (3×70kts ~ 210fpm), is ahem, very shallow, it's no different than level flight

It does, it depends what speeds one tries? but VY(fullflap) is way down compared to VY(clean) and the performance deteriorates a lot on backside of drag curve As awlays, one has to accelerate from VS0(fullflaps) to VY(fullflap) at level flight or in ground affect before climbing The aircraft will not climb on full flap when the speeds are near or bellow stall speed, this effect is more prounounced with full flaps: at slow speeds, the whole wing is acting as flaps or airbreak and require infinite amount of power the controls are also reversed, to climb one need to pitch down ! I tried go-around and takeoff with full flaps near MTOW in M20J, it's a suboptimal profile in terms of performance but very safe on say long runway (as long as one can control their speeds and pitch while allowing enough time for acceleration). The main challenge is that the aircraft is atrociously out of trim at slow speeds: require flying by attitude and airspeed dials rather than the usual feel of controls, one has prevent nose from going +20deg in order to go faster and to climb...

Sorry, I was exagerating a bit and also sorry to see this happening to your aircraft, however, here are probably dozens (10 or 100) who already got STC and took gallons of G100UL in the last two months from the few airports delivering it in CA, maybe someone who already did can share their feedback on MooneySpace? As always, we have one data point is not enough to do stats, so one need to look at the "other set" (survivorship bias)

I wouldn't worry about AD as there are already thousands of Mooneys already flying on G100UL for the last 2 months or so with no problems, we will see in 5 years or so? The issue is that if a Mooney already has big leak that was acceptable with 100LL, it's likely to be aggravated, especially, the paint will take a hit with G100UL ! On effect on paint, we already know that the paint will take a hit with G100UL (part of it's specs shall we say) and many owners are happy to have this kind of trade-off while making precautions Where I am puzzled is that all of this happens after one week, even the occasional spills after reful would be problematic ! Long term, I am sure we will have new sealants and paints compounds that work better with G100UL Also, there is something weired about chemicals after first use , we should expect things to stablise at some point? reminds me of oil consumption after changing oil brands (or even new oil from same brand)

Thanks @Hank, I am hoping to make it next year !

I know this sounds silly to ask but given it’s “one week effet”, did you put G100UL in both fuel tanks? can you revert to 100LL in one fuel tank? the effet on paint does not look great, even scary ! Is that the original tank seal and wing paint?

The map is for winds at cruise altitudes (7000-10000) not surface winds, they were 1/2-1/3 Once above 3000ft agl, it went smooth: there is not much terrain around and temperatures are very cold for thermals. Under 3000ft agl it was bumpy and the takeoff and landing were gusty (Mooney handles it well with no flap).

Last year I had a trip with 50kts average speed (sometimes as low as 35kts) that had to stop halfway for fuel, I also get air sick after trying a faster cruise for 2h at 2000ft agl… The sight of cars on roads was really painful, it hurt to see Amazone trucks or Renaults R19 going faster than Mooney better not to fly at all

I had my record speed for out-return in M20J, albeit in France, we had storm Darragh and it was a good idea to circle around it while it’s moving (fly south on outbound flight Saturday and north on return flight Sunday) Overall the wind optimisation gave 60kts tailwind Saturday afternoon and 40kts tailwind Sunday night: as long as you keep depression to your left, you have a happy tailwind, only valid in northern hemisphere (somehow reminds me of electromagnetism exams ) Cruise climb 172kts and +1200fpm on Saturday afternoon and +200kts LPV followed by circle to land Sunday night

Winter trip to Colmar (LFGA), Mooney was doing 172kts ground speed on +1200fpm while on cruise climb at 120kias, it’s cold and windy, the air was crisp