GeeBee

I used to get really irritated at tower when they would say, "Plan no delay traffic close in behind you". When I was checking out new guys I would say, "You're up to bat, don't let them push you out of the batter's box". I would see so often guys land hard, slam on brakes and reverse throwing passengers all over the place just to appease the tower and the guy behind them (who probably was late slowing down). One it is your runway. Two it is your airplane. Three, your passengers. Four, yours or the company's brakes and tires. Tell me it is a Lifeguard or emergency aircraft, I'll even pull out of the pattern otherwise, leave me alone.

When you are in the batter's box, you swing the bat and unless you accepted a land and hold short clearance, you exit the runway when you feel it is safe to do so. The controller's irritation is because HIS plan did not work. You are not a slave to his plan unless you accepted a clearance to exit at a certain point. There is nothing here to show the airplane was at a safe speed to exit, only people irritated he did not exit when they wanted him to exit (their plan). In any event the airplane that had to go around was a T&G not an air ambulance.

just install a degaussing ring around your airplane.

Most the magnetized truss structures I have seen come from welding on them. In the PA-18 community you see it when someone welds float fittings on or repairs a weld.

Before you get too wrapped around the axle, make sure your baffling and baffle seals are tip-top. Ever since I installed Gee-Bee Aeroproducts (no relationship to me) my temps have been very manageable even in the GA heat. I run about 24.7 fuel flow on take off and rarely see temps over 380 on climb out. After you tighten your baffling, get your fuel flow in order and your problems should cease. I should also add that multi-viscosity oil tends to run cooler. I've heard a number of explanations but let's just say it just does.

This time of year, when I go out to my dock or walk in the neighborhood I usually carry my 357 AirLite 340PD with 38 shot loads in the first two chambers to kill copperheads. I've nailed about a half dozen and you are correct, they love piles of leaves.

Uber, or a 100 bucks for the line boy's car. Both work.

If you notice, the section I posted is Section II. So the FAA approved that language.

Usually, POH's are reviewed and approved by the FAA. Looks like bad work all the way around.

Would you not agree the POH wording, "Do not exceed this speed with the flaps in the full down position" is misleading? Should it not be "Do not exceed this speed with the flaps extended"?

So what you are saying is officially, white arc for all flap speeds but unofficially Mooney has said up to gear speed. But officially in the M20R POH they say the white arc applies to full flaps but we know not what for T/O flaps except for unofficially. Great way to run engineering.

Because the alcohol evaporates. In the scotch whiskey business it is called “the angels share”.

Some of the same people here have been saying different things over the years.

Maximum structural speed, by definition.

No, 173

The M20R POH says this: ”Do not exceed this speed with the flaps in the full down position”. It says nothing about the T/O position. Further the MPPP is training the same way as I submitted and for the same reasons. The limitation only applies to full down.

FAR 23.2200 d requires accountability for high lift devices.

The POH for the M20R states that Vfe is 110 knots for full flaps. It does not specify a Vfe for T/O. Thus Vno maximum structural cruising speed becomes the limit for Vfe T/O as Vno is the maximum speed for activation of other configurations unless otherwise limited which is in the M20R Vfe full, Vle, Vlo (ext), Vlo (ret). You do not know what the limiting structure is at Vno but you can be sure the flap at T/O at or below that speed will not be compromised structurally by definition.

I put the gear and T/O at 120 or less, full flaps at 90-100

On an M20R by definitions of FAR part 1 the maximum flap speed for T/O flaps is top of the green arc and for full flaps is 110. I personally do not like to stress my flaps that much, but those are the limits.

The data they gather is not enough, but mesh it with other data and bazinga. Other data sources include the flight plan you file…through Foreflight’s servers I might add. Correlate this to “did the pilot get a complete briefing?”. Correlate flight paths and altitude from ADSB or Flight Aware, correlate that to how much fuel you purchase from th QT terminals, correlate it all to FICO scores. You see where it goes. Then Boeing ties it up in a nice little package and sells it to the underwriters. In big data business, it is not just the innocuous info you give them, it is how they leverage it with other databases.

No but the N number will work fine and that is the point of the OP https://www.flightaware.com/live/flight/N916MP

BIG data. There is a market for it. What Foreflight is attempting to do is correlate flying data to insurance rates and thus to loss rates. This is not new. Car companies have been selling data from their premium services like OnStar to insurance companies. Remember, ForeFlight is Boeing, and Boeing is into BIG data. https://www.motorauthority.com/news/1144138_gm-sued-for-selling-info-of-16-million-drivers-to-insurance-companies Read the last paragraph https://www.ainonline.com/aviation-news/air-transport/2023-06-16/boeing-global-services-charts-data-solutions-path

No back springs and damaged nose gear trusses.

56 is a concern for Lycomings. 40 for Continentals. Still don’t do anything on a low reading until you fly it again for at least 45 minutes then recheck warm. If still low, borescope first before pulling the cylinder to ascertain why the compression is low. As M201MKTurbo points out even a low cylinder does not greatly affect power. Continental filed down the ring gap on all 6 cylinders to the point of zero compression and the engine still turned full rated power. Compression checks are like an EKG on human. Sometimes indicative of problems, often is not but a bad one requires further inquiry as to why and where.