Oops. I do have Section 08 in the MM.
Talking complete rubbish again.
Colin wrote:
It seems to me that we are losing a lot of speed for just a ‘rigging issue’, unless a TB20 is susceptible to this.
ALL airplanes are very susceptible to rigging issues and 2 or 3 seemingly small issues like a gear door that’s not tight or flaps not fully retracted plus a bit of “skew”, can add up to 10 – 12 knots off the top end in no time .. .
Peter wrote:
The engine will produce the rated power, or very close, unless it is completely shagged e.g. a large % of the camshaft sitting in the oil filter.
The oil is being changed next week so it can be analysed.
Michael wrote:
ALL airplanes are very susceptible to rigging issues and 2 or 3 seemingly small issues like a gear door that’s not tight or flaps not fully retracted plus a bit of “skew”, can add up to 10 – 12 knots off the top end in no time .. .
The rigging is being checked today to make sure everything is aligned and/or retracted fully.
Colin wrote:
There is a fuel computer (original from factory) and I am running rich of peak when checking my speed, to avoid over leaning, as there is no Engine Analyser yet. I am fitting the EI CGR-30P this winter. The Fuel Flow reading against the POH data settings is definitely worth a look.
Have you tried optimising speed with respect to the mixture? It may be that you are well rich of best power.
He would have to be very rich of peak to get such a speed loss, IMHO.
I suspect a clue may be the incorrectly installed fuel totaliser. What Socata did was a Grade A joke. The reading was something like 25% too high, so if you set say 12.5 USG/hr you were getting only 10 USG/hr. In some cases the dealer who supplied the plane tried to make the best of a bad job and tweaked the K-factor (the number of pulses per USG, configured in the instrument) to take out this 25%, but there is about a 10 percentage point variation in that 25% (it’s not a nice constant error) so the best you can get is an error which varies between 0 an 10% according to the day of the week. Actually running the electric pump would shift it by about 10% so much depended on what % of a flight’s time had the pump running 
The analog gauge cannot be read to better than 10-20% so that’s no help.
Colin wrote:
The rigging is being checked today to make sure everything is aligned and/or retracted fully.
That’s a god start Colin, but a good rigging session also includes test flying to be sure that the plane flies straight, ball perfectly centered and with no tendency to drop a wing with both hands & feet off the controls.
Hi there,
An update for you.
The Rigging has been checked and some minor adjustments made to the Stab and 1 aileron. The aircraft was rigged according to the MM (with the aircraft levelled) and also visually checked against older and newer aircraft of the same type.
On the subsequent test flight there was almost no difference other than it now likes to turn right all the time when hand flying (trim tabs will sort that, but create more drag).
Next item to go through will be Tacho, to check that the Prop is rotating at the same RPM, as the Gauge in the cockpit is reading. The Tacho gauge shows the aircraft to have flown 31000 hours, which it clearly has not done. The readings of the Tacho appear to be correct as it shows 2575 rpm on take off and 650 on idle.
Are there any known issues with the standard fit Tacho?
Very strange to start adjusting surfaces and then looking at the tacho… You’re sure you hired pros?
