All Activity

I took a look at the schematic for an E (S/N: 700035 and greater). The RED wire is always connected to positive (+ Battery) and is connected to the FIELD winding on the motor. The BLACK wire is the other side of the FIELD winding and is connected through two RELAYS that control the direction of the current through the ARMATURE which is the GREEN and YELLOW wires. That is, the field is connected in SERIES with the ARMATURE where the current is ALWAYS in the same direction through the FIELD (RED/BLACK) but the current through the ARMATURE (GREEN/YELLOW) wires is dependent upon the relay positions. In effect, the relays control whether the GREEN or YELLOW ARMATURE wire is connected to ground, while the other ARMATURE wire is connected to the BLACK FIELD wire. To 'bench test' I would connect the POSITIVE battery terminal to the RED wire, connect the BLACK wire to the GREEN wire, and connect the YELLOW wire to the NEGATIVE terminal of the battery and note the direction of rotation of the motor. Then REVERSE the YELLOW and GREEN wires (i.e. connect the YELLOW wire to the BLACK wire, and the GREEN wire to NEGATIVE battery terminal) and the motor should rotate in the opposite direction. That's the best I can do for you.

Sorry for the late replay to all the responses. McCauley had a new prop available, so I went that route.

Thanks. Missed it. Will check tomorrow when I fly.

As far as climb angle being less than engine out glide angle putting you too far from the runway to make it back, this was part of why Bob Kromer recommends steep initial climbs. I climb at Vx to clear obstacles, then at Vy. I need something decent to measure distance with good resolution to see how far away I am at 1000 agl. But remember, the runway is always longer than your ground run, and you only need to return to the far end of it, not to your liftoff point. My C is in the air around 1000', and my home base is a luxurious 5000' long; my C will glide 2 sm per 1000', so if I'm climbing at 75 knots groundspeed and 800 fpm, that's 1-1/4 minutes and 1.56 miles away, so I only need to go 1.56 miles = 8250 - 4000= 4250 feet. At 2 sm per 1000 feet, that's 10,560' of glide, so I have a bit of altitude to lose in the turn and still be safe. Practice three mistakes high with a CFI before trying anything near the ground! (That's the rule with RC airplanes, and I like it.) Use your own numbers for groundspeed and initial climb rate, I ballparked mine quite generically above--I've seen groundspeeds from mid-50 to mid-90s, and climb rates from 700-1500 fpm. It would be interesting to build a table of say three groundspeeds and three climb rates and see what the distances look like in each combination, then you'll have an idea of what is required. When I visit my inlaws, I'm usually on an 8200' runway, so turning back will be much easier. Note that runway width generally increases with length, too. Fly like your life depends on it, because it does!

These aircraft, especially the big jet transports, have significantly more flap deflection than our Mooneys. Don't some airliners use 50-55°? I always wondered how they stay aloft with so much deflection, although granted they're all fowler flaps.

Those are the panels. Looking at used one's, I came across a couple from a C model that have the same nut plates. Maybe an early factory thing before they figured out dome nuts were better? We're removing the panel and putting dome nuts on it, so we don't run into the issue again

Did they find some Roman's empire remains? (a British joke or excuse everytime someone digs and leave it that way)

Just downloaded and saved my copy, thanks so much Jeremy. I spent about an hour scanning/ reading. Now I think I'll go fly my M20M Bravo TLS !!! Go Mooney !!

it has to be P-lead sensing. There is no hall-effect sensor for the dual D3000 mangeto. We tried that and it read 2x RPM.

I will take it PM sent

Brian has been absolutely amazing! I can not recommend a better mechanic

The main point of the article is "The variation of flutter speed with true airspeed is more complex.". Forces from air molecules hitting our planes are well understood per the Ideal Gas Law - as altitude increases, pressure decreases, and air molecules decrease proportionately. And the forces from those air molecules hitting our planes decrease proportionally. That is why KIAS makes sense. But flutter is a function of the dynamic damping and harmonics of both the plane structure and the air. At higher altitude the dampening of the air is less and has a less predictable effect because of the harmonics of the air interacting with the structure. So determining the critical flutter speed is not easily predicable without actual flight testing with all these dynamic forces in action. Yes - exactly! It means that the Vans RV-10 has a much, much weaker wing and tail structure than the proven Mooney. Remember that Vans only started saying this when they woke up to the fact as more and more reports of RV break-ups. With N174BK everyone initially tried to dismiss it as a bird strike that caused it to break-up. NTSB found no evidence of a strike. The Mooney has stronger "chops" that are demonstrated every day. When leaving the teen's in my J, I routinely hit over 200 KTAS. If you are interested in safety and are flying your family, then buy a Mooney. If not then buy a homebuilt or experimental. Let's face it, they are generally lighter and may have better performance because something is left out (structure or safety margin) vs a certified. Aviation is a compromise. You can't get something for nothing.

I’d go off the book, but you’re right depends On Boeing and Cessnas, and many transport cat planes flaps gear flaps is common for full flap to a GA, but everything as you pointed out is different

I would look at the schematic to see how it the field and armature leads are connected through the relays and connect it like that.

So what was the final answer on this problem? Mooneyspace needs to know so other people get good advice.

Ah, thank you for the catch on the typo, should be 938.

The "elevator trim switch (electric trim)" is also the circuit breaker. Bottom row of switches to the right of the control column post.

Any idea where I can find the circuit breaker on my M20R for the elevator trim? Not on the CB panel. Thanks!

Indeed, when climb gradient is shallower than glide ratio things becomes tricky for return even with zero altitude loss on turn, obviously, this depends on plenty of parameters remaining runway, wind, weight...so, there is lot of variability. If one is "really keen" on return, they should start turning after liftoff while the engine is running. One can do 360 low level pattern at 300ft agl with engine running in Mooney, if engine quits higher, they can tighten the pattern, if the engine quits lower, they can squeeze ahead on remaining runway, taxiways or cross runways...

OK I will look at what four wires do unless they are as stated for separate field and armature connections which I don’t understand. If it were you and you wanted to test what wire would you connect to positive and negative?

Have this EDM-830 removed when a 275 was installed. No probes or sensors. This was operating in a Turbo Arrow with the Continental TSIO-360. Six cylinder with TIT. Plug compatible with EDM 700/800 unit - which would be the most likely use case. $250?

I am just a bozo with an apparently weird four wire motor. Lol

This shows cabin light placement

This is a J

This might help. It’s a m20K. several headliner pics