M20S Driver

Mooney Eagle 2--AOPA article Check this out. I hope it is not an AOPA typo!!! As long as it has the 310HP STC, it is 3368lb.

Agreed. Eagle2 MTOW was 3300 lb. I wonder if the people doing the 310HP STC missed the MTOW increase to 3368lb?

My Eagle was originally 244 HP and MTOW of 3200 lb. It got the first Minnis STC to 280HP and MTOW did not change. I did the 310 HP STC and it increases the MTOW to 3368 lb. I think Ovation may already be at 3368 MTOW so no increase (just guessing).

1118 lb for my Eagle with 310 HP STC. Still has vacuum and the back up pump. No TKS, Air, or O2. My MTOW is 3368 lb and landing is at 3200lb. I guess with glass upgrade and vacuum removal it will be close to 1200 lb.

I had a similar issue. Suspects were the gear down switch, wiring, gear down limit switch in the belly , relays, and loose/poor contacts. To make the long story short, it was a hard to find, intermittent problem with the gear down limit switch in the belly that worked perfectly fine on the ground. Driver

Once you buy Bruce's cover, you will not buy anything else. I have been a customer since 1993.

I had my Eagle for 12 years now and truly enjoyed owning it. I have to admit that some days (right around annuals) I miss my old 182. I bought the Eagle with the original STC which changed to three bladed prop spinning at 2500 RPM. I considered that a perfect combination. As my kids grew older and heavier, I moved to the 310HP STC to help me climb out of Truckee in the summer evenings. It also increased my MTOW to 3368lb which I never used climbing out of Truckee. I am still waiting for a parachute STC

Does anyone know if there is any impact from the insurance side on engine/fuel related incidents while operating with a fuel not approved by engine manufacturers? Do they even have a say since this is on an STC? Driver

Are the light bulbs available? Do you have part number or a Pic? Thanks in advance.

From AI (Perplexity) : Based on the search results provided, it appears that the statement "Swift has already stated that their 100 UL will not work for a good percentage (15%??) of the GA fleet" is not entirely accurate. Let's break down the information available: Swift Fuels' Unleaded Aviation Gasoline Options Swift Fuels offers two main unleaded aviation gasoline (avgas) products: Swift UL94: This is a 94-octane unleaded avgas that is compatible with lower-compression, naturally aspirated aircraft engines. Swift 100R: This is a 105-octane (R+M)/2 rated gasoline (100 MON) designed to replace 100LL leaded avgas in all piston aircraft Compatibility and Availability Swift UL94 is indeed limited in its compatibility, as it's only suitable for low compression, naturally aspirated aircraft engines. This represents less than 85% of the fleet However, Swift 100R (their 100-octane unleaded product) is designed to replace 100LL in all piston aircraft. This suggests a much broader compatibility than the 85% figure mentioned in the query. As of September 2024, Swift Fuels' 100-octane unleaded aviation fuel received its first Supplemental Type Certificate (STC) for use in Cessna 172 R and S models. This indicates progress in the certification and approval process for wider use. Distribution and Future Plans Swift has indicated that they will replace their 91/94 distribution with 100UL when it becomes available, suggesting a planned transition to the higher-octane unleaded fuel The company is working on expanding its distribution network, with partnerships like the one with AvFuel mentioned in the search results. It's important to note that the transition to unleaded avgas is an ongoing process, with multiple companies working on solutions. The exact percentage of the GA fleet that can use Swift's 100-octane unleaded fuel may change as more STCs are granted and more testing is completed.In conclusion, while there are limitations for Swift's lower-octane UL94, their 100-octane product (100R) is designed for broader compatibility across the GA fleet. The statement in the query appears to be mixing information about different Swift fuel products.

My LH gear position sensor wire is connected to WE30A20 going to the floor Gear Down and connected to WE31A20 which is connected to Gear Down light in the annunciator. I am pretty sure this is how it was done on my plane.

Yes. Mine is done like that and works fine.

Hi Rick, Did the potentiometer fix your problem? Mine flickers too. Driver

There are two different ones for Eagle. My Eagle had one to go from 244 HP to 280 HP which was sold by Bob Minnis. Bob later developed a 310 HP version and sold it to Mooney. I bought the 310 HP version from Mooney. The 310 HP version also increases the take off weight to 3368 lbs. -driver

Don, I want to thank you for your work which has been priceless for me as a Mooney driver. We never flew together but I have flown the past 12 years using your video and the tables you published for the landing configuration and speeds. Honestly, video quality is the last thing for me to pay attention to while watching the video which I did an hour ago