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I'm not sure it will even do 120 unless I surpass max continuous (5500) since my cruise is only 100 rpm below max continuous anyway. I could go all the way up to 5800rpm so long as it's for less than 5 minutes if this information will help you somehow and could enter a shallow descent at full...

The only problem with that theory is I have pictures of my panel from before the AS change and I have always been in a slip. I was in the exact same degree of slip when the plane was doing 120-125 KTAS and when the plane is now doing ~110 KTAS. To me, that says that by correcting that slip I...

I did not run the triangle before the change in AS. However, before the AS change my GPS GS checked and I had verified that against 3 independent GPS units while in flight. I was getting 120+ knots GS fairly often. Now I never see that.

I was there. All of your questions about potential damage are perfectly reasonable, but I supervise this airplane at all times and no one moves it but me. We actually just jacked it up and measured the main gear legs and they're perfectly straight. Everything else looks aligned, too. Stick is...

Not sure I understand your question. There's no RPM increase needed. In fact, I fly in cruise around 5,400-5,450 rpm and 5,500 rpm is max continuous. Any faster RPM than I currently fly and Eco Mode would not kick in and I would be full rich all the time and burning a lot more fuel. The pitch...

I wasn't kidding when I said I have a minor mystery of the universe on my hands.

Mains and nose, with and without engine cowling installed, have been checked thoroughly by me and my A&P in the last couple of weeks. No damage detected anywhere.

Original prop was awful for the airplane and should have never been installed on it from factory. It was only producing 4800rpm in the climb, when Rotax says the minimum should be 5100. Couldn't pitch it for higher RPM in the climb or it would overspeed for Eco Mode. So it had way too big a RPM...

New prop earlier this year, but I had been flying with it for 3+ months with consistent 120+ KTAS and confirmed the prop pitch hasn't changed.

That's why I just ordered a TruTach II to measure my prop RPM. Should arrive early next week. But no, that's why I think it's unlikely there's been a drop in engine performance because my climb performance seems to be the same. This is the next thing I'm going to check though either this evening...

Maybe an exhaust leak would allow the engine to produce same RPM but less % HP? Or maybe it's something or some interaction we haven't thought about yet.

Ground adjustable prop. Pitch verified unchanged. Pitot is good (static has a leak), but verified actually flying slower via TAS VIA GPS calculator. Drag issue was the very first thing I suspected when this speed drop first occurred, but I looked underneath and couldn't find an open parachute, haha.

They haven't been touched since the airplane was flying 120+ KTAS.

There's no way for the alignment to change. All the screws are tight and 6 screws hold each wheel pant.

Well if it's more than 13 lbs, I would loosen it. But if less than 13 lbs, then tighten the bolt.

Another section of the maintenance manual says 11-13 lbs. So I guess 13 pounds is the value I should use.

This is what the maintinanece manual says: The nose gear is a free-castoring type with a self-locking nut to provide the correct steering friction.The steerable assembly is entirely made in light alloy while the steering axle, nose gear welded assembly and shock absorber fitting are made in...

Thought so. Had just mentioned it as scrapping the bottom of the barrel for ideas.

Was a pretty smooth flight, light turb at most. Was just heavily crabbed.

I do not. Long since trashed.