jhbehrens

Hi I own a '99 Eagle with the 310HP conversion. Hence I can carry 89 gallons of fuel according to the POH supplement. I have always assumed 75 gallons of (usable) fuel is reached when you fill to the bottom of the filler neck (I use the bottom rivet as a marker) and 89 gallons is when you fill it right to the top. I usually only fill to 75. On a recent flight though I left with 75 gallons, burnt 39 gallons according to my totalizer so arrived with 36 gallons remaining. I then refueled, not even quite to the top and took in 60,5 gallon, suggesting that the tanks can actually contain more than 96,5 gallons of usable fuel. I'm now trying to work out whether my totalizer is faulty or whether the tanks actually hold more than 89 gallons of usable fuel. Does anyone know what the full capacity of the tanks on an M20S is? How (other than ensure I add max 7 gallons on each side after reaching the bottom of the filler neck) do I ensure I don't go above 89 gallons? Those with M20S' - do you use a particular spot on the filler neck? Thanks Jorgen

Not a new governor, an adjustment to your governor surely!

I upgraded the S-tec 30 that shipped in my Eagle to a 55x + autotrim a few years ago. You can indeed retain the servos and need to get a Mooney-adjusted computer from S-tec + a new turn coordinator and return to old computer to s-tec. The autotrim install is in the belly and requires a bit of work. The 55x is a much more robust autopilot, can do VS descents and climbs and fly down a WAAS or ILS glidepath. Essentially, practically an s-tec 30 is an en-route autopilot only and a 55x is an en-route + approach autopilot. If you don't have an Aspen the 55x also adds GPSS for en-route turns, holds and course reversals. If Aspen ever certify the DFC90 for the Mooney that would be the superior option. The 55x is rate-based and not completely rock solid when intercepting and ILS or VOR. S-tec support is also dreadful.

Hi I have a built in L3 traffic system that keeps giving warnings on the ground. I believe there is a way to wire it to a switch that closes when you're on the ground, e.g. in the gear. Does anyone know whether there is such a switch on the gear of a long body M20S Eagle? How have others dealt with this? Many thanks Jorgen

My Eagle with a Continental IO-550-G is in the shop for its annual and I want to send off the magnetos for overhaul. However Mooney's maintenance manual doesn't cover magneto removal/installation but instead refers to the engine's maintenance manual which neither my A&P nor I have. Could anyone help me to the instructions? Thanks Jørgen

Aspen have been promising s-tec 55x preselect integration since 2010. It would be release in the fall of 2010. Then in 2011. Last spring Aspen's CEO himself promised it would be out that year. 2.5 years on there is nothing. Unfortunately Aspen saying it will be out in a few months means nothing at all.

I own an Eagle and I have done the 310HP Screamin' Eagle upgrade (which is about the prop and the governor) which actually puts it above the factory 280HP Ovation in power. However I always understood the Eagle has less elaborate sound insulation as part of its more modest cabin interior. Never saw any confirmation of that though so I'd be interested if anyone knew. Jorgen

the other way around... I was once asked to reduce speed as I was coming down an arrival at 180kts IAS because I was catching up on the 747 in front of me on the approach.

Nope - no changes to the engine itself actually, just to the governor and prop. Of course the shop will have to set up the engine (RPMs and fuel flows at bottom and top of the range) again. The engine doesn't become an IO-550N, the STC just specifies you have to set it up like one and also says you can replace the G with the N if you wish. There are actually two STCs, one to increase the power output of the engine bij modifying the governor (held bij AvPower LLC) and one to change the prop and spinner held by MidWest M20. The Midwest M20 STC includes the AvPower STC is my understanding but anyhow when you buy the 310HP upgrade from Midwest you get both STCs, a new prop, spinner and tach. Jorgen

Indeed. The STC involves; - a modification to your governor to allow 2700 RPM - a new tach which redlines at 2700 RPM (choice between EI and Horizon) - a 3-blad McCauley Scimitar prop (the expensive item) On my Eagle (which shiped from the factory at 244 HP @2400 RPM max) it had the following benefits; - Greatly reduced take-off distance - Less float on landing - better clim performance - Increased take-off weight from 3200 lbs to 3368 lbs - Increased max fuel from 75 Gal to 89 Gal At the expense (other than cash) of higher fuel flow when using higher power settings and slightly reduced glide range. The Eagle is a different plane after the upgrade and typically has around 1,000 lbs payload. After the governor/prop modification you set it up like an IO-550N but it remains an IO-550G. When you change the engine I believe you can use either. Jorgen

This is another useful link: http://www.deltaavia...c.com/Nav Page/ I believe the latest version of the M20S parts manual is 262 but I don't have it and neither of these sources contain is afaik. You can buy it from Mooney.

co2bruce My Eagle POH says to use low boost for priming a cold engine during start. I've never used the high boost for start. High boost is actually also useful for pumping fuel out of the tank when you're opening it up to patch a leak. afaik on the Eagle low and high boost are just two different speeds for the same electrical fuel pump, not two different pumps. Jorgen

Thanks Chris - I'll have that checked. I have seen that when in level flight at altitude on autopilot with the ball centred the right aileron is about 1" above the outer edge of the flap whereas the left aileron slightly below. My mechanic thinks it may be incorrect flap rigging causing aileron compensation and he's checking that this week. Unfortunately there are no experienced MSCs in Europe and its hard to get hold of the rigging tools etc. Bruce- When I bought the upgrade I looked at this and the real benefits of the upgrade aren't so much enroute speed but the vastly better take-off, climb and landing performance as well as the 168lbs additional useful load. It just flies like a different plane. Jorgen

Hi Chris Like you I fly a Screamin' Eagle - a '99 M20S I upgraded with the 310HP STC a few ywars ago. I find its performance and useful load unbeatable. I noticed your comment that you flightplan at 190kts. I've never seen my Eagle fly that fast but my typical enroute flight profile is 10,000 ft, 2500RPM, WOT and 50F lean of peak. I see about 175 kts TAS at these settings and burn 12gph. There is quite a difference between that and 190kts - what are your altitudes and settings when you reach that? Jorgen

I have heard its good practice to occasionally pull the speedbrake CB - on the ground obviously - with the breaks up. They will fall down into the wing with a bang and this will cycle the cog so you dont always use the same spot on it. Jorgen

Peter So - if I install ACU2 now all that will be required is a software upgrade when this feature becomes available and probably some new wiring between the ACU and the 55x? Jorgen

I asked Mooney the question just after I bought my Eagle and they told me the limit applied equally to partial and full flap extention. Jorgen

Never worked well in my Eagle when on top of the panel. I ended up putting an L3 Sky-497 in which works like a charm. Jorgen

A standard Eagle has 75 gallon max usable fuel (filled top the bottom of the filler neck) + 6 gallon unusable = 81 gallon The Screamin' Eagle conversion adds 14 gallon so 89 max usable (filled to the rim) + 6 gallon usable = 95 gallon Obviously the 6 gallon unusable is part of the basic empty weight so not counted as fuel in W&B calculations. Due to the filler neck filling the tanks to the rim takes patience as the air needs to escape Jorgen

Hi Following advice from Justing at Midwest M20 I have full power fuel flow set up at 27.5GPH in my 310HP Eagle. There is a good article on this topic here http://www.avweb.com/news/savvyaviator/SavvyAviator_65_WhatsYourFuelFlowAtTakeoff_199805-1.html And TCM instructions for fuel flow setup are here http://www.tcmlink.com/pdf2/SID97-3E.pdf Jorgen

Hi Jim I had my Aspen PFD installed by Tim Mathison and he has done so many in Mooney's he can do it with his eyes shut. All the rave reviews on the quality of his workmanship and his pricing are spot on. He also does S-Tec installs. No one will give you a better deal or faster or better work. I had mine wired to an S-Tec 30 and the GPSS worked great. I have now had it upgraded to a 55x (by Tim) to get glide slope coupling.

Hi I have an EDM 730 installed in a 99S on the pilot's side, left of the yoke. The screen is great and much easier to read than my old 700. I especially like the ability to read all 6 CHTs and EGTs in one glance. Haven's seen it installed on the co-pilot side but as we sit so close to the panel in flight I find screens on that side hard to read even with an angle adapter personally. J

Where do you guys find Aspen Pro's for $10,000 installed? Aspens RRP is $9,995 and according to my shop installation takes about 40 hours. jhbehrens

Hi Alun Sorry for the very slow reply - I wouldn't recommend using Amsterdam Schiphol. The landng and handling fees are meant to discourage GA traffic. Unfortunately no other field has great public transport connections. Your best bet is probably Lelystad (EHLE) which is about a €25 landing fee and they can call you a taxi to a 45 minute train into Amsterdam. Rotterdam (EHRD) is more expensive but has an instrument approach and similar transport links to Amsterdam. Good luck! jhbehrens

I'm based in the Netherlands (Europe) so its a Dutch shop. Justin from M20 tells me its not a specialist job.