Paul Thomas

Many panels are held by structure behind the panel. Have you checked that you have clearance for that design?

That should not be the case for our airplanes. https://pgdaircenter.com/tie-down-rates/

Re-arguing the same point with no new information is taking away from the actual data presented by users (that includes the youTube video) and the manufacturer. We're getting to the point where people are arguing just to argue and throwing in red herring just hoping to score a point. The people I want to hear from the most are G100UL users. I want to hear the good, the bad, and the ugly but it's getting drowned by the noise made from members on both side of the isle that just want to argue. I'd say a thread for field reports should be created, but I'd imagine it would get taken over by the same members. I get it, both sides have dug in and are deeply passionate about their positions but the tone and quality of the arguments are disappointing. Let's keep it fun and educational.

I've opened mine and did not see any difference but others says it does add a couple knots.

@Gee Bee Aeroproducts Very nice! I'll have to get yours when I eventually o/h the engine. Are you also able to do custom projects?

Hopefully we can show up in big numbers for the last lunch he'll organize.

What is the optimal thickness? I would assume that too thick and it won't conform as well.

I'm not a CFI while you teach and share fantastic resources online. My reasoning for delaying GPS being able to visualize flying to an airport without having a device show you where you are. It really makes you think about how to navigate between places, through an approach, visualize the holds, etc. Having that foundation to rely upon has helped me stay ahead of the boxes, I'm comfortable flying older airplanes, and can still go if I have a GPS failure. I 100% agree that with new avionics, you'll have to relearn how to use the devices and that programing the devices is harder than tuning a VOR or setting up for an ILS. In many ways, the complexities of these devices make having an autopilot all the more important.

That's the best thing that could happen to you, and hopefully your instructor limits the GPS till the very end of your training. You will be a much better IFR pilot for it. Once you do the panel, flying will be so easy it will be almost like cheating. That being said, there will be a real learning curve with the new technology; it's only good if you know how to use it.

I'm not sure if you are mechanically inclined and familiar with you are with our airplanes. When Skip says disconnect, the cowl flaps are held by a quick connect ball joint; no tools needed.

I would be interested in attending such an event. I would like to see that done in a hangar, with a Mooney opened up for inspection so that we can really look at things. When a friend was shopping for a Bonanza, we went to a Bonanza shop to be educated. The owner walked us around to airplanes at his shop to show us various things to look at prior to sending an airplane to inspection. It was time and money well spent.

I feel a bit like a fraud, because I wouldn't put G100UL in my airplane at this point but let me make a counter argument. I understand where you are coming from and the youTube video is bothersome. However, if I had a product that I believed in, why should I pay for every test demand by people who appear to have no interest in being my customer? If you start to pay for tests, at what point do you stop? Whenever you do, it will likely appear that an issue has been found. I can see how third party testing would be advantageous from a marketing perspective -- and I'm starting to think marketing is the biggest issues with G100UL -- but otherwise people are free to use or not use the product. There are clearly two very loud bases here but much fewer users. I believe that the biggest advantage that G100UL will have is time and being the first mover. Whatever are created by G100UL, they will be shown in the field. Most of them will show up quickly, some will likely take some time. Absent immediate failure, as more time passes, more and more customers that are willing to take that chance on the fuel and demand will grow. When other fuels are introduced, I have a feeling they'll have a lot of pushback as well.

It also impacts the future marketability of the aircraft. I almost broke my no bladder rule for an aircraft but it had 50 gallon bladders. I don't need 64 gallons mission most days, but it's great to have when you have a big headwind your destination is IFR. It's also great when you land someplace and the fuel pump breaks. I'd rather fly with extra fuel for all kind of reasons.

As we take to the skies in the new year, let’s remember that every mile flown is a mile well spent—especially if it's burning that sweet, sweet 100LL. Here’s hoping that in 2025, your engines run smooth, your skies stay clear, and your fuel tank stays full. May your approaches be as smooth as your Mooney’s wings, and your landings as soft as your favorite chair after a long day in the cockpit. Fly safe, fly fast, and let’s keep the Mooney spirit soaring high in the new year! Clear skies and tailwinds to you all in 2025!

I fill mine to the absolute brim and try to do so after every flight. The only time I wouldn't do that is if I planned a flight where the W&B wouldn't work on the next flight. That has forced me to burn some fuel off... also know as a great chance to go shoot some IFR approaches or polish off some other skills.

That is a huge piece of information. I would have understood withdrawing based on philosophical disagreement but there is no way I'd continue with being a member of a group if I believe a member of that group is stealing my confidential information. Based on what I had read, I always thought that the STC was because GAMI couldn't meet the requirements imposed by the ASTM specification.

I bought my airplane this year. It's an 84 on original tanks. I didn't look at bladder airplanes. Bladders add weight and require a modification that is very expensive to undo if you ever want to go back to a wet tank. Bladders also mean a weight penalty. Both will eventually leak but I don't want to be in a situation where I can't get a replacement bladder. I've built 4 tanks for RV airplanes. While I wouldn't want to get in my tanks, I'm comfortable doing a reseal if I ever have to (I hope I won't). I'm honestly much more worried about cleaning and prepping the tanks than applying the sealant.

Would ceramic coating provide effective protection for paint against the effects of G100UL? At least the staining that's been reported? While it's important to know the potential drawbacks, let's also talk about solutions. Lots of people were, and still are, against ethanol in mogas but it's been introduced and is here to stay. For the most part, we have adapted to it. If G100UL becomes the prevalent fuel, it would be good to find solutions to the issues that are being presented. I suspect many people would still be willing to adopt G100UL even under the worst case scenarios that are being presented here.

Schllc stated in another thread that he has gears made for something else in Columbia. The price was reasonable. I don't buy that these gears have to be expensive... but I do believe that they will be!

Sadly AOPA is often worthless and if they offer an opinion, I think it would be in support G100UL. I often question why I belong to AOPA... I don't read the magazine and they've refused to even send an email to members in a State to let them know a group of hangar owners/lessee were taking a fight all the way to that state's Supreme Court. So much for power in numbers.

I do hope that some members who attend have technical knowledge, are inquisitive, and represent the group well.

The theory of putting loading the flight plan in the data card without flight stream is nice but is it practical? It would mean restarting the GNS with the new cards, waiting for it to acquire satellites and then retrieving the flight plan. If you want to get going quickly, it's easier to load the some of the waypoints... my experience is that I rarely fly the cleared route. That's where having something like FlightStream shines, especially when you get a random T-routing in busy airspace.

I'm missing one so I fly without mine. I'd like to find a set and buy it as the one I have would need some work.

Netjet had one developed for Ocean Reef. The approach is not public and only NetJet is allowed to fly it... it may be worth contacting either Ocean Reef or NetJet and seeing who they hired to do theirs.

I'm surprised this airplane has not sold. When I looked at a C- registered airplane earlier this year, the total cost involved to get a N number was $7-10k (not including paint).