Cyril Gibb

IAS or TAS? WOT or not? RPM? Ram air open?

Unfortunately, they are surface mount relays that require a deft hand with circuit boards. Other potential issues are (1) the NC contacts that are rated at 1/2 the NO contacts even though they carry the same current and (2) they decided to use vented relays that are supposed to have the vent plug removed after soldering to the board but didn't remove the plug because of potential FOD issues. They should have used the external protected cover version....

Note that when 1 relay is engaged to apply power to the flap motor, the other relay is providing the ground to the motor via its normally closed position. When I had a flap issue, it was one of the relays that had an intermittent (high resistance) normally closed contact. Something to check.

I don't believe there's any confusion. I there isn't a prohibition in the POH, or the type certification category (M20s are Normal category), or the FARs, then the maneuver isn't prohibited. I agree however, that some combined non-prohibited actions can be dumb. eg. FARS allow maneuvering close to the ground to takeoff or land. Normal category certification (M20s) allows bank angles up to 60 degrees and stalls are allowed. No prohibitions in the POH regarding slips.... so, a cross-controlled stall at 60 degrees bank angle close to the ground is legal.. but fatal.

I'm always willing to learn. Why is a K more likely to risk a tail stall than a J when (I think) the fuselage and aerodynamics are identical?

The potential elevator effectiveness problem was also said about slipping 172s with full flaps. Non-issue. Speed brakes are often useful tools. If you don't have speed brakes, slipping performs the same function. You're slipping during every crosswind landing, unless you're pretending to be a 747 pilot with the sloppy kick the rudder just before touchdown affectation.

Yup. That’s why I just dropped the switch assembly including the bus down to clear the panel and then slid out/in the switches. Maybe my 75F is slightly different?

I replaced a Klixon switch a while ago. The terminals are pretty hard to reach without removing the whole switch holder assembly. It might be easier to drop the assembly and just slide out the switches and slide back in without unscrewing any wires. (Assuming you have enough slack in the wires)

Agreed. Coming off the banking at Daytona for the infield section at a kajjilion mph with competitors ahead, behind and often beside, the last place I would be looking is at my tach.

While racing, the gear selection and rpm are only rough guidelines. Speed entering a corner is highly variable depending on changing track temperature, tire wear, tactical (early/late braking to sense the other drivers reaction to set up a pass for the next lap), strategic (early/late apex to either pass on entry or pass exiting) and many other factors that are constantly changing. Racing is done by seat of the pants, not numbers. And yes, I have had a satisfactory racing background. Even rpm isn’t a consistent factor. Eg. dropping a few hundred rpm to avoid an unnecessary pit stop..... much much more...

SB208b only refers to the tubular structure. It says nothing about corrosion elsewhere. I passed on a J due to airworthiness level spar corrosion. SB208b was recently signed off. There’s no substitute for inspection panel removal followed by a thorough inspection using an inspection mirror by a knowledgeable Mooney expert.

I have a canopy cover that’s Sunbrella, I think. It’s heavier than I need for travel and the material doesn’t stretch, so no matter how hard I cinch it down, it flaps in a strong wind which has caused some paint and window damage. Is there any company that makes a lightweight, somewhat stretchy and merely water resistant cover?

Is pointing out your spelling error (ill vs I’ll) pedantic or instructional within the context of your post?

EGT ABSOLUTE temperature is almost irrelevant. It’s highly dependent on where the probes were installed on the exhaust header. CHT is what matters. If you’re under 400, you’re fine.

It's correct. Nautical miles not statute miles.

If your POH performance is the same as mine, you’re only a few knots below book at that fuel flow. You’re probably below 75%. Try the same conditions but 2700 rpm. More power strokes per minute (more fuel) should help. Is your ram air working? It should give you a knot or two.

There's a range of in-spec values for rigging, +/- a few degrees. Experimentation can let you know (for your specific airframe) if top of range or bottom of range reaps some benefit. As I mentioned before, rigging including gear door correction got me 10kts. It was a mess when I bought the plane. For our fixed step strut, the cylindrical shape is almost the worst shape for aerodynamic drag. Measure a 201 step fairing and build one.

Both 4 way and 430W calc. That flightaware track was about 6-10 kt headwind component. Next one on May 2 was right on the nose about 10-15kts and a wild ride in the clouds. We've been out west a few times. Headwind going west and headwind coming back east. sigh. One thing I didn't mention. That 150-154 is with ram air open. For me, it's worth about 2 kts.

When travelling, I'm always WOT and LOP, usually 7-10k feet depending on headwinds. There's always a headwind. I have gap seals and caliper reversal etc, but no 201 windshield and just the guppy mouth enclosure. I spent a lot of time with Clarences rigging boards and his help. It gave me about 10knots over when I first bought it. I get 150-154KTS TAS, usually near the upper of that range. I vary RPM and GPH according to the density altitude. At a higher density altitude I run higher RPM and closer to peak (9.5-10 GPH) to keep the optimum pressure peak where I want it. Lower DA, of course, is leaner (9 GPH+/-) and lower RPM. eg. https://uk.flightaware.com/live/flight/CGNPP/history/20190421/1700Z/KBUF/KPHF https://www.savvyanalysis.com/flight/3140768/b56a5a32-eedd-4e4b-ba11-c56c72236bf5

One additional point that may not be as clear for those that haven't read enough about LOP operations: The peak pressure LOP is later in the crank rotation than for ROP because the leaner mixture has a slower flame front. That shifts the whole pressure graph to the right giving two advantages: - the pressure against rotation (pressure before TDC in the compression stroke) is lower when LOP. - the peak pressure LOP is at a point later in the crank rotation that has more mechanical advantage

Regarding the turn back vs. straight ahead preferences. One topic that hasn't been broached is the probability of outcomes. Based on experimentation, I know that I can turn back with even sloppy performance to at least the airport environment from 800' agl. Although it's possible to do it in 300', I doubt I'd be successful... maybe yes maybe no. I'll practice that. If I lose an engine out of Toronto Island Airport (CYTZ) other than in the summer, the probability of survival straight ahead is close to nil due to hypothermia. If it isn't summer, survival is nil. If it fails at less than 300-400 feet, probably still within the airport environment, I'd be able to do a 90-100 degree turn to get me on to the airport clearway somewhere. If it fails at >800', I should make it back. The grey area in between is the question. In the case of CYTZ in the cool months even the slim chance of a non-fatal turn back from a low altitude is still preferable to the alternative. I've found the discussion to be thought provoking. Before this, I'd just plan on which direction to turn on engine failure to be the most favorable off airport spot. I'll now plan before takeoff which direction to turn on engine failure (into the crosswind) and adjust my turn back yes/no critical altitude to be the most survivable based on the relative risks. As @Hank said above, the time to determine the critical altitude is before you take off. No need to think, just follow the plan.

I tried this a few times today while I was up doing some airwork. To do a 180, first attempt took 700' (way too fast after dropping the nose, well above Vy); second attempt was 450' (took too long to get the 45 degree bank); third attempt at sloppy Vy and aggressive bank initiation took 400'. I'd be more concerned about getting down in the airport cleared area than actually finding the runway, so I didn't try the 180 plus two 45s. Practice would probably get it down to 300-350' or less. Interesting experiment. If you're practiced and primed for this maneuver at 600' or more, turn into the wind. and be aggressive it should be successful, but maybe not pretty. I'm adding this to my periodic airwork.

Oops... so much for that idea ☹️

When getting something sent from the US, use USPS. They seem to have some deal with Canada Post that avoids brokerage fees. I never use Fedex or UPS from the US. However, shipping to Canada can still be a crapshoot with duties, handling charges, provincial and federal taxes... and on and on.

You want a high ICP, but you also want to keep CHTs under control and minimize excessive lead/carbon deposition during this period of high blowby. LOP does that. Everything is a compromise.