Pinecone

A number of Mooney Flyer issues have a link the GMax/Jimmy Garrison Mooney valuation calculator. If you are an AOPA member, you have access to Vref for a value guide. To me, look around for advertised prices of aircraft. They will vary based on condition, avionics, and time (total, SMOH, etc), but you can start getting an idea of what the market is at. As mentioned, if you have time, you can see which ones sell and which ones do not. Even in the market last spring/summer, I did not hear of any bidding above asking price. Based on my interactions, they seem to have been selling at asking price (if reasonable) or just a bit of a discount. Once you are ready to buy, I suggest getting everything in place. If you are financing, have that approved to what you are willing to borrow, even if that is over what you would like. You may need to go a bit higher to buy the plane you really want. I would even get a reasonable deposit in the hands of an escrow service to be ready to get a deposit down immediately. I got my plane at a slight discount, even through they had a full price offer a day later, but I was ready NOW. It was less than 10 days from offer to closing, including the prebuy and a 3 day weekend. And when you find the plane that grabs you, and you start thinking that that is YOUR plane, then make an offer.

Interesting information. 1) The Continental Operators Manual for the TSIO -360-MB and -SM: There is no mention of priming for starting. Does not mention leaning for ground operators. Recommends climbing at 165 HP (about 75% power). And for shutdown, very interesting procedure. Shown below. Notice, they state you should do another mag check, at 1700 RPM, then immediately shut the engine down. However the POH ) excerpt below) states to operate at idle (below 1200 RPM) for 5 minutes "to allow the TURBOCHARGER TO COOL." It then states that "taxi time after (emphasis mine) landing" maybe part of that 5 minutes. So I am going to stick with my, not over 1200, not to worry, if over 1200 in taxi, give it a 1 - 2 additional minutes.

Excitement that there is a path forward as leaded fuels get banned on the local and state level. Excitement that there is a fuel that can be supplied by just about any refinery without special handling, special trucks. Yes, the fuel might be a $1 a gallon more, but the real issue is when there is NO 100LL. Then it is not $1 more, it is the price for fuel. Also, for a fuel that will increase the oil change interval (Lycoming already has an SB for longer time between oil changes with UL fuel). Will increase the life of plugs. Decrease lead based valve sticking. Possibly allowing full synthetic oils which will increase efficiency (lower friction), further increase the oil change interval, and lead to longer engine life. I have followed this since before it started in the old days on AVSIG. And support for a small company that went outside the box to get a viable unleaded fuel when the big boys and the FAA could not, and even actively blocked them.

It turns out, we were the first two non-beta tester sales.

Swift 94UL is basically 100LL without the lead. Not sure what the formula for there 100UL is. And not sure that G100UL could not be made from "sustainable" sources. It is basic hydro carbons.

I wonder why and how they made the decision to do it the way they do? And I wonder if there is not a product that could be applied to an assembled wing, after stripping, that would wick into the joint to provide a better seal?

And a properly crimped connector provides a more reliable connection. When properly crimped, the two parts actually fuse. I had a GREAT talk with an RF connector engineer for a major connector company (Amphenol) on a flight one time.

On my 252, there are two Alt switches. And a gauge with 3 needles, one for total % load, and one each for the two alternators % load. So part of pre-takeoff checklist is to turn off the main alternator and see that the load transfers to the 2nd alternator, then turn it on and the 2nd alt off, to see if the load transfers back. And checking the voltage on each alternator as you cycle the load to it.

Everyone assumes that it was up to GAMI to make the STC engine serial number specific. As for the airframe STC, FAA probably required that to put the stickers on. FYI, it seems the Swift STC is also specific to a specific airframe and engine: "Each FOREVER Avgas STC Certificate holder will receive private instructions to register their aircraft and engine in Swift Fuels’ database. Once the purchase is complete and the aircraft / engine is registered...." As for the pricing model, GAMI has always said it would be similar to other alternate fuel STCs like MOGAS, which a priced based on HP. I would suspect that most FBOs would rather carry G100UL over 94UL due to the larger market. EVERY piston aircraft can use G100UL. Many cannot use 94UL. And the ones that cannot use 94UL use more fuel, so higher sales.

But THAT engine? So if you do a Factory Reman or New engine, you have to purchase the STC again?

A friend did a 3D modeling of the ETA switch cover. He sent me a couple of samples to try. Need to get over to the plane and try them. Once the file is finalized, I have been talking to AH1 pilot to turn it over to him to make and sell them.

FYI, there is a rebate on your first fill up with G100UL if you purchase the STC before Feb 1, 2023. They will rebate up to $100 of your fuel purchase. https://g100ul.com/discount.html

HAHA, beat you. But you have a cooler number.

Just wondering, what is the last digits of your order number? Seeing how fast they are selling STCs. Mine is 0006 FYI, it is about $2 per HP. Interesting question on transferring the STC to another engine. Either another of the same or a different dash number. And if the STC is specific to that engine, can you transfer it if you sell the engine?

As I have said several times, I agree with idling during landing and taxi being enough. Unless you have to use excess power to taxi for some reason. The question is, how much power is too much power. MY technique is if I go over 1200 RPM within a short time before I am parked, I let it idle 1 - 2 minutes. This is probably very conservative, but I am fine with that. If it happens and I have a couple more minutes of taxiing, I don't bother with any idle time, as it has already had it. Wastegate is fully closed at low power settings, so ALL the exhaust gases go through the turbo. Keeping it at the highest RPM possible for faster response. Once the boost pressure gets near the maximum, the wastegate opens to reduce the amount of exhaust to control the maximum boost pressure. As you climb, the waste gate closes to increase the turbo output to maintain the manifold pressure.

Edited to direct to the STC sale site. Now, do I have the first Mooney STC????? FYI, you actually purchase two STCs. One for the airframe and one for the engine. For my 22/Encore (TSIOO_360-SB), it was $90 for the airframe STC and $400 for the engine STC. It seems you will get fuel placards for each filler port and one placard for the engine.

It seems the STC sales have started. https://stc.g100ul.com/

If you poll drivers to rate themselves on a scale of Poor, Fair, Average, Above Average, Excellent, 85% of them will rate themselves as Above Average or Excellent. I teach performance driving, and it is amazing how bad most drivers are, before proper training. And those are the ones interested in getting better. Also, for work, I am a certified instructor for a safe driver system that has been used be some major companies with lots of vehicles. And what amazed me was, that the stuff they teach, I figured out on my own. But even after training, many drivers do not get it.

Wasn't that a while ago.

Actually a fixed waste gate would spin up the turbo less. It is a fixed opening. An automatic wastegate will be fully closed at lower power settings, so all the exhaust goes through the turbo. My 85 Dodge Daytona Turbo Z was one of the first water cooled turbo center housings. It used a thermal siphon to cool the turbo after the engine was shut down. My 2012 Fiat Abarth has a pump that comes on and runs about 8 minutes after engine shutdown. Other 80s turbo car engines also had spin down/cool down recommendations. And ate turbos on a regular basis. You can make the argument that with the approach, landing, and taxi, it is already done, but it DOES exist.

Eat more cookies to make up the difference.

I would have to pull out my turbo design books, but from my memory, it takes a while to spin down. Oil temp from the turbo is indicative of the heat in the turbo. If you watch the oil temp just down stream from the turbo, when it stops dropping, the turbo is pretty cool.

You can still lift off the accelerator early and start slowing. I find it funny that so many people pass me at that point, the hit the brakes, stop and sit. About the time the light turns green, I roll up and keep on rolling.

Hmm, IIRC< George Braly mentioned over on BT that they had blended up about 18,000 gallons. I wonder where it went?

Hmm, cheaper hardware, but high data price. $15 a month = $180 a year, versus $50 for the Switcheon.