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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

There is a M20C, E, F, G Service and Maintenance Manual in the downloads section of this site that has schematics. Apparently the older motors have separate field and armature connections. The wire colors are shown in the diagram.

Yep, it is flying well and regularly!!

I was having dinner with my wife last night and said we should go somewhere this weekend. She said that sounds great. So I reserved a hotel in Grover’s Beach CA. We got up this morning, packed a bag and headed to the airport. This is what I Found: I knew they were going to work on the ramp, I thought they were just going to seal the cracks. Oh, well.

I thought I remember in one of gami's engine test, that no detonation happens until CHT gets above 420 degrees even if you run the engine right at the worst possible red box area but the rate at which the CHT's are rising is fastest there. Seems to me if we now have good CHT monitors, and most consider 400 degrees the upper limit, that if 100R did not have as much detonation margin, you would see it on take off if you had a cht rising above 400. question would be if reducing power would be acceptable enough to still make the climb out profile?

@Echo I have been known to poke fun at misunderstandings and otherwise inappropriate circumstances , including my own. I’m just another bozo on the bus just trying not to take life too seriously. my 77J dukes is also a 2 wire motor.

Welcome Jonathan, might want to add some more information about your Mooney or just another post to help us get to know you better and that you are not a one post wonder that we seem to get here often.

I try not to think about the 35 to 45 seconds of vulnerability climbing to 800ft and I'm usually light weight. At max weight, unless I did a turn, I don't think I could make it back as I'm too far away.

738 lbs useful load? Are you sure? Sounds awfully low for a J.