Skates97

It is much easier to fly than any of the Cherokee's I trained in and as long as your speeds are right I think it is easier to land. (It's getting the speeds right that is the challenge sometimes)

Welcome aboard. It is going to depend on what the mission is for your son and family. My mission was frequent trips in the 300-500 nm range with my wife and often my son to visit family. For us the Mooney was perfect. It's fast, efficient, and a joy to fly. They look great too! I don't think it's too early to consider a Mooney. However if he goes up in one he will probably fall in love with it. I did all my PPL in Cherokees and going to Mooney was a real treat. I finished my PPL and bought my Mooney with a little under 60 total hours. That was about 140 hours ago. I will warn you, if you are playing with the idea of maybe "giving it a go yourself" you might as well resign yourself to giving in and learning to fly. It's addictive... This was my first flight in my Mooney : http://intothesky.us/2016/12/17/a-second-first-flight/

They put a strobe on it this morning and when the tach is showing 2,700 it is actually only turning at 2,610-2,615 so the tach reads almost 100 rpm high. They checked the governor and couldn't find anything that seemed wrong and will do some more checking and run-ups after they get the EDM830 in and they can get better data.

We do the same thing at all three of our dealerships with menu pricing. We also sell a three pack of oil changes and unless there is an up sell we lose money on every single one. However year after year analysis shows that our customer retention is higher than the other dealerships in the region and the up sells from the multi-point inspection more than makes up for the loss on the oil changes.

Amen to that. Back to that original discussion, am I the only one that thought of The Jetsons cartoon when they read the article?

Me too, I've never been a fan of how much it is reclined. Of course it will just be for the left seat, my wife is still trying to figure out how to get it to recline further than the furthest setting.

I haven't thought much of recording inside the cabin. The next time I fly I'll have the EDM 830 though so I will be able to analyze what is going on should anything be amiss. However the next time I fly it will also be after my mechanic has looked at it so hopefully whatever it was will be resolved and not a further issue.

What an extremely misleading article. They have a point they are trying to make and shaping the article to make it. Sadly most people know little about flying and will believe everything they are saying.

I'm not sure the oil change had anything to do with it, just that was the only thing that had been done. The departure from Corona going to Phoenix was normal, it was the departure on return that wasn't. I have heard the guys that cycle the prop way down as well and was told that wasn't good. I have read that it's not really necessary on our planes as well. However I was taught that I'm looking for the drop in oil pressure along with the change in rpm to tell me that the governor is working properly. @Cody Stallings, I don't know if you read through the whole thread so I'll repeat a few things. (Apologies for the repetition if you read the rest of it) The prop is a Hartzell, Model #HC-C2YK-1BF/F7666A-2. I don't really know if it was 3,000, details are not crystal clear and no monitor to record the data. What I can say with certainty is that after taking off I heard the engine running faster than normal, looked over, saw it above redline and immediately adjusted the prop which responded right away. It was somewhere between 2,800-3,000 but I can't say exactly where. Previous checks months ago with a cheap hand held showed rpm at 2,640-2,650 when tach read 2,700, but that could just be the cheap monitor. When the mechanic uses the strobe to see what it really is then I'll know. He'll start with the cheap and hopefully have the answers before it moves all the way to the expensive end of the spectrum.

Hmm... I apparently am doing it wrong, based off my transition training. I just re-read that section of the POH and it states "Exercise the propeller at 1800-2000 RPM by pulling the propeller control to the "full-out" position. After the tachometer has shown a drop-off of 100 RPM, push the propeller control to the "full-in" position." Perhaps this is a contributing factor. Still going to see what the mechanic comes up with.

I can see why there were the comments about his wife not wanting him to fly. If I flew like that my wife would never fly with me and wouldn't want me flying at all.

That's not so late. I was 44 when I had my first lesson. Now I'm 45, just crossed 200 hours and 140 of those were in my Mooney. (Still puts a smile on my face and a bit of wonderment every time I say "my Mooney")

Yes, every run-up. I don't cycle it 3 times like some but will cycle once or twice. RPM to 2,000, slowly pull prop control until oil pressure drops at which point the RPM's begin to drop. Immediately push the prop control back in which results in a drop of about 100-200 RPM before it comes back up to 2,000. POH says looking for a drop of 100. Interesting, that it is also in the 1965 C POH but the most recent one for 1977 they don't have any mention of it. I am still going to have the shop check things out and I'm interested to know how accurate the tach really is when they check it with the strobe.

500 hour mag inspection was done 28.45 hours ago. I talked with my shop this morning and on Monday they are going strobe it to check the tach readings and will go from there. It was already going in for the 830 install. (Would have been nice to have had that done a week ago so I could pull the data instead of guessing at numbers but the 13th was the soonest they could get to it.)

Honestly tough to tell and surge I suppose is a relative term. Sunday take off roll was normal, 2,700 rpm, off the ground at about 75 mph, and shortly after that I noticed the sound of higher RPM's, looked over and adjusted the prop. Last night I was watching for it and after leaving the ground saw that it was increasing past 2,700 so dialed it back. If that is a surge or gradual increase, I don't know. Not an issue of oil loss, I put 7 quarts in at the oil change and five hours later I still show over 6 on the dipstick. I'm normally adding a quart about 7.5-8 hours when it is between 5.5-6 quarts before the next flight.

The prop is a Hartzell, Model #HC-C2YK-1BF/F7666A-2. I haven't looked in the prop manual regarding this but will be supplying the manual to my mechanic when I get the plane to him. Hub: S/N CH41645B It was also desludged back in 2007 after a prop strike a couple owners ago as part of the engine removal/tear down following the prop strike.

I agree it is not a tach problem. I have enough time in the plane that I know what it sounds and feels like at 2,700 rpm and this was faster.

Prop Control felt normal. Checking the cable afterwards showed no signs of anything amiss. RPM responded immediately when I adjusted it, brought it back to 2,700, then 2,600 for the remainder of the climb and 2,400 once at altitude. Subsequent flight (three trips around the pattern) I was watching for it and caught it before it got to 2,800 adjusting the prop control for 2,700 and leaving it there. On the two take offs following that it never went past 2,700 where the cable was set at. I couldn't tell you what the reading was when it occurred as my first action was to adjust the prop control. I can say oil pressure was normal on the take off roll and normal for the duration of the flight, but in that moment I don't know. In run-up oil pressure was fine and when cycling the prop oil pressure dropped as it should, I adjust the prop and watch the oil pressure for a drop. Once it drops I push the control back in which usually results in a drop of 1-200 rpm. Oil consumption five hours in is less than a quart which is consistent with my records after my previous three oil changes. The tach is possibly off. Months ago I was checking it with one of the cheap handheld readers and it consistently said it was a 2,640-2,650 when the tach showed 2,700. Of course that could mean it was a cheap instrument doing the reading that was off instead of the tach. I don't know if it was exactly 3,000. As I stated in a different thread, eye witness accounts are notoriously unreliable. My memory of the event is that just after lifting off, the engine sounded and felt different. The first thing I looked at was the tach because the engine sounded fast. It was above the red line so I grabbed the prop control and adjusted it. Was it between 2,800-2,900 or between 2,900-3,000? I really can't say with any certainty. I will post what the mechanic finds.

Nope, no oil leaks... It's going in the shop for the EDM 830 to be installed on Monday. I'll have to have them check it out.

I had something new happen on my flight back from Arizona Sunday. Everything was normal on take off, I confirmed 2,700 RPM as I began the roll, and then just after we left the ground it sounded and felt different so I looked over at the tach and it was between 2,900-3,000. The sound was actually different enough than normal that my wife even noticed it. I quickly turned the prop knob and brought it back down to 2,700. Tonight I went out to get in some night landings (my night currency would expire 11/14). It did the same thing to me, 2,700 on the roll but after leaving the ground surging up to about 2,900. Again I dialed it back and just left the prop set there as I was only doing pattern work. Ideas? The only thing that was done to the plane is I changed the oil and went from running Phillips Victory 100 to Phillips XC 20/50 (plus Avblend) for the winter as we will be travelling to Utah this winter. I can't imagine that the oil would make a difference. When I bought the plane it was running Aeroshell 15/50 and I never saw anything over 2,700 rpm.

This is how I found that the seal at the top in the back of my doghouse needed to be replaced. I put a shop light back by the oil filter and looked in from the front. The gaps and holes were easy to see. This is what they looked like before.

Eyewitness accounts are notoriously unreliable. Unless there is video someone shot on their phone or something showing smoke I would be skeptical.

I'm not trying to be argumentative, but I thought I had read in other places that it was not an issue with the Short body?

I installed it on my rear windows along with a strip along the top of the front windows and the top of the windshield as well. Makes a big difference, especially the piece on the windshield. I wrote up the step-by-step if anyone is interested. http://intothesky.us/window-tinting/

If all you are looking for is ADS-B in (out isn't required for a couple more years and sounds like you might sell by then) for right now just order the pieces off Amazon and build a Stratux. It will be about $110-130 and you will have free weather and traffic on a tablet. I've been enjoying it for months.