M20S Driver

For M20S (Eagle) conversions, they were called Screaming Eagles. Perhaps "Screaming Ovations"?

There is one for Mooney. I have one and love it.

I did a simulation for it a few years ago to get a feel for it . What stayed with me is that I can only make it to the runway if I fly a tight pattern so that's my rule in congested areas. Here is some info from memory and should not be too far off. We pulled the power back and slowed down to 80-85 kts and observed the actual VSI reading which was very close to our calculation of 800-900 fpm clean (no flap, gear up). We next set up the plane in the pattern abeam the numbers to the same VSI with gears down and minimal flap and necessary power to get 900 fpm. We did this in Tracy which has light traffic and a long runway. I was very disappointed to see how difficult it was in a Mooney compared to a Cessna but I am glad I did it. The fist attempt did not go well but the second one was OK and if it was a short runway like KPAO, I could have reshaped the fences at the end of the runway since coming short is not a good option. This was one of the two things that my friend/instructor emphasized on since my family and I regularly flew to Truckee (KTRK). The second one was quick exit from the Mooney in an emergency. We could not find a good answer for that with one door

I have not seen that problem but I have not done steep turns to test it either. I just came back from a short flight and was comparing the two. They are very close but it maybe that AV20 is a bit slower to respond. AV20 calculates the AOA and it combines the downdrafts with pitch and shows the wrong AOA. Once I understood what was happening, I now consider it my early warning system for heavy down drafts. I tested it at Tracy (KTCY) which has nasty down drafts on windy days landing on 30 and it picked it up every single time. I love this thing for the little money that I paid for it and it's hassle free installation My only compaint is that the TAS is high by 4-5% and I heard they may have a fix for it.

I would absolutely purchase it again. I was a little bit uncomfortable hand flying it in a nice sunny day under the hood perhaps due to its size. It could also be that it changed my scan of instruments (I replaced my clock in the left upper corner with AV20-S).

I have AV20-S and used it as primary under the hood with a safety pilot in the right seat. It worked fine but if this was a real IFR situation, I would have landed at the nearest airport

This is what I call" happy ending" after a bad situation

After reading these posts and not finding any reference to alternator overhaul and/or inspection in my log books (1380TT), I decided to have my Eagle's alternator sent out for inspection. I also wanted my mechanic to visually inspect the gears and bolts, which he found them to be OK. The bearings and brushes were replaced by the overhaul shop. A few days ago, I heard from another pilot that a low time io-550 had the alternator gear failure and the engine is shot. All four bolts were sheared off. I asked my mechanic if this is an installation problem or bad luck or poor workman ship at the engine shop? His only comment was that this was a rare event and now he hears about it more frequently. This not an aging fleet issue since it happened on two or more low time engines. Does anyone has an insight in what may be the root cause?

I was not the primary dealing with this problem but that is my guess. The SB did not apply but the cylinder behavior was the same as described in SB. CHT temp moved much faster than EGT so perhaps it was close to peak. Another interesting and puzzling info was the fact that all cylinder flows matched on the ground with boost pump (measuring the fuel collected in separate jars).

From the south, they used to issue a clearance to stay at say 2500 feet and west and south of HWY 101. Once you passed SFO and the hill next to it, they allowed lower altitudes. Nowadays with the new map of Bravo, you can easily ask for flight following and get there without a Bravo clearance. Take a look at Flyaway map on Foreflight. It shows what I use now. Driver

sounds good. I suggest to do the ultrasonic clean anyway since visually nothing was seen in the case I mentioned. Some areas are not easily accessible. Eric has a good point about EGT change or lack of it. In my friend's case, which was much more extreme, CHT moved twice as fast as EGT on the JPI data.

I am not sure if this was discussed or relevant but it may be worth looking at. The issues described by Brandon could be a mild version of what my friend was dealing with. Ultra sonic cleaning of the flow divider solved the fuel flow problem.

After a long list of actions, ultra Sonic cleaning of the flow divider solved the problem. This was one of the most puzzling ones since initially there was no JPI data. JPI 830 was added after the top overhaul and helped the owner and mechanic find the problem !!! The SB attached did not apply to the plane but it points to a similar issue. SB626A AVStar Flow Divider Inspection.pdf

Is there a landing fee if you do a T&G? I heard it is north of $300!!!

Here is a picture from my 1999 Eagle cabin light. It just happens that I removed it today since it could kill the battery if it is left on accidentally during annual. The bulb seems to read GE 40 and it is 28v.