N201MKTurbo

Do you have a pic of the specs?

What happened to yours?

That is our future.

That would work too. My engine has a MP limitation. I always take off with 3/4 throttle. The early 231s are the same way. At least mine stays where you put it. The 231s creep up on you.

I don’t , but others do.

I don’t think we need to do anything as drastic as replace our engines. All of our engines can be made to burn 94UL, which is 100LL without the lead. This could be done without doing anything except changing the timing at high power settings. It would likely turn our 200 HP engines into 190 HP engines. But the engine would still be able to produce the some power and reject the same amount of heat as it does now. So at any flight regime where your 200HP engine was making less than 190HP, there is no reason it cannot still do it. Think about it, when does your engine actually make full rated power? On takeoffs from sea level airports. By the time you get to about 4000 feet you are below the 190 HP with WOT and redline RPM. So, your performance will be a little less below 4000 feet. Most people throttle back or reduce their RPMs soon after takeoff, so they are already below the 190 HP. I would think a SureFly firmware change could make this scenario work. It could retard the timing at sea level down to say 15 degrees or so, and crank it back up at higher altitudes. There would be no loss of cruise performance and only a slight loss of performance below 4000 feet. Above that it would performe the same as it does today.

The FAA says you cannot take off with ice on your airframe. Now that we got that out of the way. As long as the landing gear isn’t iced up so much that it is jammed, you are probably OK. Once I flew to Vernal Utah to fix the computers at the airline ticket counter. While taxiing in I taxied through slush. The sun was just setting and when I was done fixing them up, I went to leave and my landing gear was a giant ice sculpture. No way I was going to fly it like that. The airline had a deice trailer with a tank with an electric heater and a Briggs and Stratton pump. I asked them if I could use it. They said sure, but nobody has used it in years. I plugged in the heater and it started to heat up. I tried for two hours to get that pump running with no luck. I ended up spending the night and the FBO was open in the morning and let me put it in a hangar and they had two of those jet engine looking kerosene heaters we pointed at the gear. It thawed them out in 1/2 hour or so. And off I went.

Maybe a call to Mooney is in order.

With one plate, the holding force will be very low. My plane has the same kind of magnetic latch on the alt air door. It has the two plates. It is a lot smaller than yours, maybe 6-8 sq in. It takes a good push to open it. As big as yours is, a dirty air filter would open it.

I’m sure all can continue using the routes, but having ATC insure that there is at least 500 ft separation doesn’t seem like too much to ask. That 500 feet can be up down or sideways. It seems like it could be handled like taxiing across an active runway. They are helicopters after all, they can stop. There could be hold short fixes on either side of the approach path. The tower would issue a clearance to proceed. These would be unusual procedures, but this is unusual airspace.

I think all this talk about DEI is a red herring. The real problem is flawed procedures that require absolute perfection and have no room for error. No visual separations at night on the helicopter routes. I think a 500 foot minimum separation would be reasonable.

I was able to find it on YouTube and watch it there.

You tube won’t play unless I sign in. That’s weird. I don’t have a you tube account.

Perhapse they had an autopilot or trim failure.