jhbehrens

Not a new governor, just a modification - that can be combined with an overhaul

I always fly about 15F LOP and get around 176-178 KTAS at 10,000 ft on 13.3 gph or so. If I get down to 50F LOP I get about 175kts TAS. I have the Screamin' Eagle conversion with metal 3-blade Scimitar prop.

I have flown an Acclaim in and out of Palo Alto a few times and indeed its a short field. Very possible when 'on speed' but not long enough for a float, a few bounces and then a go-around. Without wanting to speculate on what may have happened in this case, one note-to-self is not to even attempt putting it down when there too much speed on short final for a short runway but just go around early and try again.

Reviving this old thread as I am planning to install a Lynx NGT-9000+ and in lieu of a Garmin 330 mode S transponder and a skywatch 497. Does the Lynx also pass active traffic to Foreflight or just the ADS-B traffic? Jorgen

I've had an IFD540 that had very poor VOR reception when compared to a KX155 and I sent it back for a new one. Avidyne doesn't seem to test units very well before they send them out. So you should get a replacement. You installer should have checked VOR and ILS reception as part of the post-install checks if he had followed the install manual by the way....

My PO has been in for a few weeks. Where are we now? Does anyone have the latest on Aspen integration? I head Aspen told people at Oshkosh it has moved to next year. Their 55x integration also came out more than 4 years after they initially promised...

You could also have a look at the Golze ADL devices (http://www.ing-golze.de/). They are made for European light GA and are the only cost effective way to get weather in the cockpit here as we don't have ADS-B weather. However they can also send tracking messages and SMS messages which you can type easily through an iPad app. They may be useful and cost-effective for that purpose alone. Not sure whether Sebastian would sell them to US customers his billing relies on the European direct debit banking service SEPA buy its worth asking.

I have a KI-203 removed from my Eagle lying around

Does anyone on the forum use an airwolf air/oil separator with ram air only - ie without a vacuum pump? Im considering putting mine back as oil on the belly has really become worse since I removed the separator when I took the vacuum system out. Would be interested to hear if this is working from others.

I have a 310HP Eagle with the same IO-550, also based in Europe. I installed an airwolf after the 310HP upgrade and it eliminated most belly oil. Recently I went all electric and removed the Airwolf together with the vacuum pump. Now my belly is full of oil again whenever I have more than 6,5 qts. I have never seen the kind of oil leak our Danish flying friends are showing: definitely something wrong there! I've also seen quarts 'reappear' as Carusoam is saying, especially after a measurements between two flights showed low and then high again a few days later.

If you follow the AFM procedure your Eagle should start very easily, always on the first attempt. At least mine does. Whats really tricky in our aircraft is a hot start. After trying many different things I have settled on ensuring the engine is at 1000 RPM on shutdown, then starting without touching the throttle and without priming (so just mixture rich), when the engine catches, keep it running with flicks of low boost. Have your right hand on the low boost switchen when you turn the key.

When I installed the 310HP modification on my Eagle, the head mechanic of MidWest Mooney, who created the STC, recommend full power fuel flow to be set up at 27.5GPH. Having full throttle fuel flow too low can be very bad for your engine, better to be on the high side. Indeed you need to set up the engine as an IO-550-N using TCM instructions.

@Jeff_Ss it sounds like you need the pixy hole.

When I got the STC installed on my Eagle in 2009 I asked the head mechanic in Midwest M20 (the then STC holder) for his recommendation for TO FF and his response was "Try bringing the FF up to about 27.5 GPH. That is where I like to set them up."

I'be had this happen with my Eagle and it turned out the rigging was off. The nose wheel was about 1" too far forward. The fix was to reverse the collar which in my case was asymmetrical. Procedures for checking rigging are in the manual but essentially involve using a plumb-line on the bolt on the side of the trunnion. It should be close to centre-axle. SB M20-202 explains the procedure as well.

I experienced the 'eight second ride' a week ago in an S - exactly as Don Maxwell describes. We checked nose gear rigging and found the nose wheel was about an inch too far forward. The procedure to measure this is described in the article as well as in the maintenance manual. You level the airplane on jacks. The stabilizer will beat about shoulder height. Then you hang a plumb line over the trunnion and it should be roughly on the centre of the nose wheel axis. I my case it was 1" back. That can cause severe issues on roll-out. No idea why I never noticed before. Check you have the spacer installed on top of the shock discs as per the SB or attached drawing. We reversed the collar (it had an off-centre hole) so there is more metal between the bolt and the discs and that pushed the wheel back to where it should be. There are also two different sized collars - you could swap the -005 for the -007 model to get a similar effect. Nose Gear Assembly.pdf

Hi Kuljit, I fly a 310 HP Eagle which is the same airframe and engine combination and I had the same issue initially. I can recommend Don's landing video and also various other articles and numbers on his website eg http://donkaye.com/donkaye.com/Bounced_Landings.html or http://donkaye.com/donkaye.com/Precision_Flying.html#10 The key thing is to hit the right speed over the fence. 71 kts is about right for 2900 lbs landing weight but with higher or lower weights you need to adjust your landing speeds. I always calculate W&B on my Garmin portable with remaining fuel just before landing and then look up the right speed on the landing distance chart in the POH but Don also has a useful table on his website (second link). Most people approach too fast. If you are bouncing your landings you must be coming in too flat. When you bounce at low speeds as you say you are its best to go around immediately as you may stall and not be able to control the aircraft. Mind that you'll be trimmed all the way back and you'll have to push hard if you add full power. I don't add full power immediately in a go-around but go to 2500-2550 RPM initially as I push down the trim switch on the yoke and clean up the aircraft and then add more power as the elevator trim gets into the take-off range.

Hi Clarence I have done all that, bought the travel boards (no one in the Netherlands had them), replaced a whole bunch of rod ends and it had zero effect. My right aileron is still up - about 1 inch I'm guessing - when I fly straight & level with left flush. Will take on board your bending technique. Jorgen

Yes and I wouldn't survive the fried chickin' Yes I can. On the 'wingwalk' side its two phillips screws underneath the wingwalk. On the other wing its a line of rivets about mid-wing close to the hull.

This has also happened to me after long flights when I forgot/chose not to put the mixture back at full richt just before landing. I now also take RPM back to 1000 during roll-out once the speed has bled off. When it happens, if you quickly push mixture full rich and add some throttle it will usually not shut off.

I tried this and it flooded the engine (fuel coming out near the front tire) and it didn't start. IO-550G

Yes - exactly the same in my aircraft.

My S flies right aileron up and left aileron flush with flaps when in straight and level flight with the ball centred. We have gone through the entire MM rigging procedure, checked all flight controls with rigging boards and all appears fine. Als replaced a whole bunch of rod ends that looked like they had excessive play. But still, when I go fly, the yoke is tilted ca 10 deg right and the right aileron is about an inch higher than the flaps at the trailing edge. The only thing we can still think of doing is bending the trailing edge as per the MM procedure. If anyone has any other ideas about what could cause this I would be very interested.

I can now confirm the M20S will fill up to 102 USG with patience.

In my 310hp Eagle, which is identical to the O3 engine wise, I have one other technique for hot starting for which you get only one chance. Before switching off, set throttle to 1000 RPM before mixture to cutoff. The when you want to start up again, dont touch anything (except the mixture of course), just start and keep a hand on the boost pump. When the engine catches use a few seconds of boost to keep it going. If you don't manage to keep it going revert to other techniques.