M20S Driver

Looks so peaceful and beautiful. I used to travel to Burlington and this reminds me of those beautiful fall colors in Vermont.

you are correct, as usual

It was the same on my plane. The tone was generated by the PMA700 box. Andre at Executive Autopilot added an extender cable to connect the unit for troubleshooting and noticed the tone was coming and going based on moving or shaking the box. He did not find any contact problems so he replaced the main board and the face plate, but kept the rest of the boards in the unit.

I had the exact same problem for a while and it was very intermittent. The Main PCB in PMA was replaced to fix it.

Same here. Andre worked on my plane and fixed it very quickly at a fair price. I highly recommend them.

When I talked to Bob Minnis to buy my STC, he said you can run it at 2700 rpm all day if you can afford the gas

It was a practice partial power to simulate power off landing. I had the gear out and speed-brakes deployed and used some power to get 900 fpm at 85 knots which is what I was getting with no power clean. What stayed with me is that at 1000 feet AGL on a down wind, the runway has to stay a couple of feet inside my wing tip to ensure power off landing.

https://www.amazon.com/MAGNECRAFT-W67RCSX-3-POWER-RELAY-24VDC/dp/B00HPLQM3Q This showed up on Amazon.

M20S is Eagle. M20R is Ovation. I can send you a pdf M20S.

+1 to both. I just use 1000 feet in three mile final and set them up as the starting point and double check the speed at 500 feet again.

There was no misunderstanding. What the shop was saying was very clear but not correct per Hartzell. The intention of my post here was to see if there were any other reason that a prop shop would make such a recommendation. The only thing that comes to my mind is that there will be more prop overhaul business if people just follow the "expert" opinion

Thanks Clarence. The shop was very clear about the grease types and the service bulletin. The point they were making was that the Hartzell manual procedures are written mostly for the life of the prop which is 7 years. After applying the grease for 7 years the cavity is near full and additional grease may cause more damage than not adding more grease. When I challenged that, I was told that I am not following the Hartzell manual by using the prop past 7 years and why would I follow the lubrication requirement in the manual? I have read this post and watched the Hartzell youtube videos and find it difficult to see how the seals are damaged by lubrication if it is done correctly. That's why I am asking the experts to see if I missed anything?

My IA was advised by a prop shop not to lubricate the Hartzell 3 bladed prop on my Mooney Eagle since it is older than 7 years! I called Hartzell and talked to the rep and he stated that I have to lubricate the prop but not to overfill by opening the secondary port in the back. My IA decided to go with Hartzell's recommendation and lubricated it conservatively (three pumps of Aeroshell 6 versus 5 pumps). Is there any reason not to lubricate an old prop?

Wow. $16 dollars? Please share the part number if possible. I may buy one for the fun of it The one on my Eagle is the original.

One more question. Does it pop during actuation or randomly in cruise with gear up or down?

I have three Gear CBs on my Eagle. Gear Actuator, Gear Relay, and Gear warning. Which one is the one popping?

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.

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).