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When I was looking into this, there was no real way for the propellor blade angle to "get out of whack". It's all bolted together. If your engine just didn't sound good, but you didn't push it to full power, you might want to just do some more testing on the ground. Run it up to full power. Report back on maximum MP, RPM, and fuel flow while at full throttle. Do some high speed taxis down the runway, pulling power before rotation speed, and let us know what it's doing. Bonus if you can download the data from an engine monitor and post it here. You have a fuel flow instrument in the panel. Let us know what it says during full power run up and high speed taxi down the runway. We'll be able to check it against your factory service manual for your engine and let you know if it's correct. At 1200' density altitude you should be making full power, no question. Make sure you sump your tanks well so you can rule out something like water in the fuel, which can cause stumbling and momentary loss of power on the takeoff roll.

The antenna uses an electronically-steered beam, which has to be tightly integrated with the modulator/transmitter, and the receiver/demod. There's not much else there other than the network interface and power supply, so there's not much that can be separated out from the antenna. The entire thing might get smaller, or at least thinner, but it probably doesn't make sense to separate the electronics from the antenna.

This is the correct answer for these V-band clamps!

Anyone suggesting a more up to date radar isn’t useful bc it’s only strategic and not tactical….. ok so what’s your preferred delay? lol. Crazy talk. The closer to real time the better. it would be great if they would make a remote antenna. I guess the unit technically is the antenna but they could separate the guts for more in a “mini mini” version. Not loving the idea of on the glare shield. Cirrus was way ahead of its time when it installed the top window in the back. heck I pay $60 a month for my crappy dsl internet at the hangar. Will be dual purpose if I get the star link rig. Pays for itself!

Only on MS can I learn a Lucas joke I never heard before!

The problem with XM is you can't get a vertical profile and Doppler velocities as well as indications of returns over 50db. These are common to on board radar and necessary to evaluate what you are dealing with close up. I use XM and it is good, but it is strictly a strategic tool. Within the terminal area you often need really up to date data to be tactical in your decision making.

I would have asked them to prove it was you. That far back there's a good chance they would not be able to. And that's really pushing the envelope UNLESS the airport charged landing fees in 2018 and you failed to pay one they sent you. I could easily see old outstanding fees being turned over to Vector to see if they could collect on them.

Darth Vader is Luke's father too.

Plug fouling can happen during taxi after a flight, when the power is very low and the engine is cooling down. Leaning on the ground and keeping the rpm at or above 1000 rpm helps, but it can still happen. I don't know if that's what your issue is/was, but there are things like that that can come up suddenly.

Looks like the crack goes through the hole for the fastener. If it were my spinner I would get that repaired if weld can fix it, or replaced. Mine has fiber washers under the fasteners.

Thanks so much guys for the responses. I’m going out to hangar now, gonna try and measure my prop blade angle to see if that somehow got out of whack. Also going to borescope the exhaust and intake. I am worried I’m going down the wrong rabbit hole with the propeller idea. @Z W the only time I tried to go full power was during the initial takeoff that only got me up to 2200-2300 rpm and a sound of engine not working well. The fuel system is a thought. I was concerned about going too high power with low rpm so I only got to about half-2/3 throttle before I wimped out. Fuel flow seemed about as I expect for not WOT. I’m at 1200’ and it’s hot but not a really high DA day, about the same as I did on other days with test runs and were in OK so not much elevation difference from the other airports. I think what really threw me into not thinking it was an engine thing is the fact that this happened between sorties, it wasn’t like a rapid change in flight in engine operation which I would have assumed would have happened…

My 252 is modified to an Encore, so the poh was updated to new power settings that should match the 220hp.

Thanks. Mine didn’t like that 75% setting with the cowl flaps closed but maybe my baffling isn’t perfect? It’s happy LOP for sure.

Yeah it’s definitely true! I had an order in for a 252 intake boot with Top Gun and they (mooney) wouldn’t fill it, but I was able to get lasar to pick it up and it’s supposedly drop shipping now. Price increased.

I love the paint scheme!

I suppose one could call each vendor and ask how they set their prices. If you are convinced they are having to pay horrendous prices for the part in question, you could leave them on your list of people you try to buy from. If you are convinced they are just sticking it to you because they can; you can buy from them only when you are grounded without the part, but to refuse use them otherwise.

I don't think anyone on this thread has any intentions of flying through a thunderstorm. The XM weather that I use consistently shows 2 minutes old - I'm sure that doesn't include time to process it and get it uploaded. But everything I see out the window compares very well and allows me to fly around thunderstorms, at what I feel is a safe margin. Comparing XM to ADS-B I don't feel the same level of comfort. XM resolution is so much better and compares so much better to what I see out the window. If on-board internet is ever to the point where I don't have wires running all over the place and it can give me a better picture than whatI have now, I would consider it. But at the moment XM is light years ahead of asking asking ATC to find me a route - they don't have to ride with me on the route they pick, which may be based on other traffic they need to vector rather than a good ride for me. Years ago with just a stormscope many times I did turn around or land and wait it out, adn sometimes I still do based on what all the information shows me. A week ago Monday I stayed overnight in OKC since I didn't like the picture I saw. I still stay away from heavy precip and convection but if XM is showing what the Stormscope shows and that compares well to what I see out the window and after talking to ATC if they agree, then XM (or internet weather) is just another tool in the toolbox. It's to avoid weather and at times help you find a safe path that works, not a way to fly through storms.

I used to fly N47BA,,,thats a whole nuther story

Our 1961 B model has a crack on the propeller spinner that has me a little worried. It has been drilled 3 times and shows no evidence of cracking past the last drill hole. My partner is not worried about it, and says he has spoken to 2 mechanics who said to just keep an eye and make sure the crack doesn't continue. The crack is on the 'trailing edge' of the flange and so is not exposed to the relative wind the prop when rotating. Am I needlessly worrying for nothing?

The only products Lucas made which didn't suck were their vacuum cleaners.

I was about to say....please don't pay this. and encourage their business model. What are they gonna do? Tell the airport to put a $16 lien on a plane you no longer own?

I do believe that's way outside the statutes of limitations. Hiw far in the past can they bill you? Seven years is a bit laughable!

Oh, you mean this gem: It's in The Book, but I generally fly one hour each; on a long flight, one hour each, then 90 minutes or until I get nervous on the first tank (leaving it empty or very close), then switch to #2 and plan to land soon (I like to make this switch at or near the beginning of my descent to land). But winds, weather and ATC will affect your flight time. I recently made 3 round-trips to Houston, 505 nm each way. Flight times averaged a bit over 3.5 hours, with a range of 3.0 to 4.5; the very slow one had variable headwinds and five (yes, 5!) reroutes, only two caused by MOAs going hot just before or just after i entered them. Your car's fuel pump is in the tank and cooled by the fuel. The mechanical fuel pump is not inside the tank, it sits below it. Search for tank resealing photos, you'll see the flat bottom of the fuel tank, with a pickup sticking up ~1/4" off the bottom. Then again, it may be just a BMW thing, I've got 161,000 miles on my Altima, and I generally fill up when the Range to Empty shows < 50 miles; it comes on anywhere from 72 - 108 miles to empty. My biggest problem is tires, I just replaced them for the third time, but this set cost the same as the last set (BF Goodrich Advantge+, P21560R16). Probably need to replace the main gear tires on my Mooney soon (be warned--Michelin Airstop tubes are the best, you'll rarely need to add air except when temps cool off for winter, but they cost as much as the tires . . .) [Yep, airplane tires still have tubes, and they are purchased separately. ] I think I replaced my mains just before I moved back to Sweet Home in Feb '14, but it may have been a year before that; nose tires don't last as long, last changed mine Jan '17 or '18 (they last longer now that I'm based at a field with taxiway instead of backtaxiing and turning around on every takeoff and landing). Happy flying!

The demise of Aviation Consumer really hurts. It used to be hard hitting, just the facts good and bad. Now it's just advertising masquerading as unbiased journalism.

For -SB I have the following settings: ROP 65% Key 50 25" 2500 12.5g/h 75% Key 53 28" 2500 14,5h/h At 15000 Feet (FL 150) with 65% ROP, 12.6g/h TIT ~1500, CHT 345-367F