milotron

Yes, all of the above. If you have the service manual at the front of the electrical section is a legend to what all of the letter mean. For example: 21 = aircraft type/12V WE = warning system; gear position The last five alphanumeric are identifiers for the conductor and tend to be in an increasing sequence from the source, increasing at each connection or connector, although not totally consistent. Fuses are shown, as are circuit breakers. Circuit breakers look like a big 'C' with a 5A ( 5 amps ) beside it for example. Fuses look like big 'S' with similar ampacity notation. All of them all note function in the wiring diagram, but they only show factory wiring, not much for avionics. iain

It's good practice, right?

I usually leave the landing/taxi lights connected and try to rip the wiring out. Drifting even further off topic...how does the air flow over the intercoolers work? It looks like they are no in any direct path of airflow and are completely in the lower pressure area of the cowl design. I suppose that is the only place the could go, aside from something over the cylinders like in the Cirrus.

I remove and replace both upper and lower cowls solo on the ramp without too much issue. I use a large rubbermaid plastic box with foam on it to support the lower cowl going in and coming off. Takes a bit of patience but not really that big of a deal. The worst part is getting the upper cowling on without hooking the TKS nozzle or the air breather. iain

Glad I am not the only one...tinnitus drowns out the birds most days. I tried the foam plugs and much quieter with the Bose A20s. The sound of my voice with the plugs vs normal sideband was a little weird, but I can get used to that. Similar to halo/faro/clarity I would imagine. I am going to get a set of the custom fit permanent earplugs made that has the speech frequency range pass filter in them. I need them for work anyways as my 21 year old Peltors don't do much now except keep my ears warm.

HA! Great minds and such... I was looking at the STC and noted that it was an OEM Mooney part number of some kind and I was wondering what application used this crazy over sized knob! Saved me from looking it up. iain

That is correct, no creep and fixed adjustment. Actually somewhat stiff to turn the knob to close the flaps after levelling off from climb. Good thing the vernier knob is larger than the norm. There is no position indicator. From the parts manual, I suspect it could be added if I scrounged parts and changed the pedestal, but the vernier knob extension is a good representation of opening. I don't have anything better, but see below. And, yes, I know one of the glareshield lamp covers is sitting on the floor. That is taken during the pre-buy review.

This interests me. The STC for my cowl flap ( since I dug it up ) indicates for a minimum opening of 3.5" in the open position but is silent to the closed position. Mine close to about 1/2" or so. Where is the prescribed minimum opening in the closed position noted? This actually makes me feel much better about my cooling efficiency as my 'closed' position is WAY more closed then is necessary and I can virtually never run there except down low in the winter. I think my normal cruise position for <380 deg is about 1.5" out The vernier knob seems to have a 1:1 relationship with the flap opening.

Interested. Sending PM.

My 262 has the vernier cable control for it. I think I have the paperwork in the folder that was part of the STC/mod also. Done by Modworks in 1991 I believe. I have never seen another one like it though; all others are electric. The electric seems like a great solution until the motor fails and $$$.

Nice idea. More compact and inexpensive than the full tank/regulator assembly I was considering. Thanks, iain

Paul, what do you use for your portable O2? That is on my list of items to acquire. iain

Thanks. I hope so...I have this horrible vision of scrubbing the gear clean and pushing something the wrong and it crushing me. Once it is clean, of course.

I am interested in this cleaning procedure also. Mine is filthy. Is there much risk of bumping something or causing the gear to collapse?

I stuck a resistor in a receptacle when I was 4. Made a nice flash, black smudge on the wall and flew across the room.(The resistor, not me). Going on 27 years as an electrician then elec engineer. i know that story well...

Quoted from "The number of the beast " by Robert A. Heinlein The Brewster Factor is thought to relate to Brewsters Law where non-polarized light is reflected back as polarized and internally reflected/refracted at right angles. Brewster's angle is when this occurs. Perhaps suggesting that engineering/design works predictably in most cases expect for certain special conditions.

231 with the 262 trophy upgrades is excellent value. Only major difference to a factory 252 is the 14V electrical system, which isn't really a limitation. Can still get dual alternators for them. There is a great example of one for sale parked near to mine. Owner may might be willing work out something as it has been for sale for a while. https://www.controller.com/listings/aircraft/for-sale/1331645/1981-mooney-m20k-231

Thanks. It looks like the comparison between the two POH charts does illustrate the effects of the intercooler quite clearly. If I felt like doing a bunch of math, this could likely be proven between the two of them, using correction factors from an intercooler installation and possibly temp correction. Your help was appreciated! iain

Interesting. I would have assumed that for a given MP the density ( amount of molecules in the air ) would be the same, but as you note this would vary with temperature. P=nRT/V or whatever that formula is from high school chemistry. The power settings are from the POH and are likely peak or just ROP as you noted. I start there and lean very quickly from that point for LOP as deep as necessary. I am a little surprised by the difference as only 10-15 degrees of temp change of outside termp on an intercooled turbo charged engine would cause that much change. I looked at a turbo arrow 4 before purchasing my mooney. See POH power settings for that aircraft with the TSIO360FB non intercooled version of our engine which seems to subscribe more to my expectations of turbo power settings. I.E. set and forget. This must be the interplay of the intercooler into this formula?

This question came from my review of power settings and LOP for some up coming higher altitude flights, at least higher then I have done in awhile. In the 252 POH for the TSIO360-MB4 65 % power is noted for sea level at 2500 rpm, 25.8" and 11.0 GPH and 65% At 8000 2500 rpm, 25.8" and 11.7 GPH will give you 70% power. Same RPM, MP and slightly more fuel gets more power at higher altitude. I would have thought with the same RPM, MP and higher altitude there would be LESS power. Is this the result of ISA temperatures at work? Pressure/air density shouldn't matter as the controller is just working the wastegate to maintain the selected MP. Can someone smarter than me explain this? Further to this, why is it that, for a given power %, the required MP goes down as altitude goes up? Isn't the idea of turbocharging/normalizing to provide a constant MP regardless of altitude? I could just accept this and move on, but still would like to know more about this. Also, does anybody use the power charts that precisely? I generally run LOP and set for 5% power above what I want ( set for 70%, lean to 65% ) and lean to %HP by fuel flow. iain

Also interested in this.

Heard a bit more about this yesterday... The aircraft had a loss of control in convective weather and had a spiral dive or similar high speed descent. The wings were both damaged just outboard of the fuel tanks and visibly bent upwards with paint crinkled and cracked on the top side. After this event they diverted to Victoria where upon final the tower let them know that one of their mains was hanging down already. They dropped all the gear and showed green and appeared to be locked. A circuit was completed for inspection by tower and fire response staff and all was down, but the offending mean collapsed on landing. I understand that insurance is still looking at the repair or write-off path. I suspect a lesser aircraft may actually have broken up rather than staying in one piece.

As ANR works by creating sounds that are 180 degrees out of phase with the source noise, thus cancelling it out for a net result of something close to zero audible noise. I am not certain that the issues I am having are the result of that additional sound pressure from the ANR in the A20s on my ear parts or the residual noise itself. My QC25 headphones do produce very noticeable air or sound pressure when you turn them on, but not as noticeable in a high noise environment. By the nature of ANR, so far as I understand it, if you have say 65dB of residual sound pressure in the ear cup after the passive sound reduction, the Bose needs to make additional out of phase noise (sound) of a certain dB power level to cancel the incoming noise, plus have the radio audio signal on top of this. Yes, the ANR is working. I had them serviced recently to the tune of replacement headphones due to condensation damage. I know all the math and theory involved here, but I am an Electrical engineer with power/harmonics/signal conditioning background, not an acoustic engineer...

Quiet technologies is out of stock. How does the Faro compare?

Interesting, I was considering getting one of the DC helo headsets to add the ANR kit to. The helo sets have higher passive dB reduction. Thanks for all the other info. I am going to try the simple orange foam plugs tomorrow with the A20s. I like the comment about hearing the tinnitus tone with the plugs in. I don't need to plugs to hear my tinnitus...Also going to look into the custom molded plugs