Stefanovm

Today, after the 30+ hours I have flown since purchsing, while cleaning that the spinner, I noticed about a 3+" diameter piece has been lost right next to the blade opening. There is also a stress crack progressing from the lost piece clockwise. In addition, there is a stress crack on the opposite side that appears to be doing the same thing. See attached photos. I just flew a 6+ hour cross country and did not detect any undue vibrations. I do not remember seeing during either initial pre-flight, at start or at my fuel stop, but the cracks may have started and not have been obvious. Now I am missing this piece and will need to get repaired before further flight. Hartzell Top Prop Model# HC-C2YR-18FP/F749. Suggestions? Available spinners?

Basic psychrometrics. Moisture could harm the electronics, but design normally take this fact of operation into account. I second the opinion, do not worry about it.

My E stays planted longer without flaps. There is a tradeoff from my grass strip. It is bumpy, also less long at 2,500, but the sooner I get into the air, the better. Therefore take off flaps 99.9% of the time. Always, maybe not.

My fuel selector is between my knees on the E and the area shown in your photo is fully carpeted in my E. Maybe it is time to pull up carpet and check, followed by a carpet knife if a window is under there. The mirrors on the C182RG I flew for a while make me wish for a mechanical visual indication. I hope that it is there. Thanks.

I use the one in Golden Eagle Flight Prep 5. The basic application is free. Find it at http://www.flightprep.com/rootpage.php?page=infogoldeneagle

I use full flaps for almost all landings. As far as I am concerned, less impact and tire wear. Over Memorial Day weekend, I was at Fort Huachuca / Sierra Vista, AZ. There was a 12 knot cross wind component and 8K+ density altitude. I used full flaps on most of the 10+ landings while giving rides. The mains were always straddling the centerline, even though the runway is ridiculously wide at 150 feet and 12,001 feet long. One go around practice/demonstration to a passenger emphasized the need for cleaning and retrimming the airplane quickly, but cautiously. Best ROC was also important. The headwind component was close to 20 kts., so descent on final was helicopter like at 80 to 90. Depending on the load, I use 1/3 flaps on takeoff. The take off seems smoother. From my grass strip, it gets me off the rough quicker and full flap landings are kinder to our turf. Due to intersection takeoff from runway construction at Fort Huachuca / Sierra Vista, AZ, retracting after takeoff was done with caution, but quickly. It was 8K+ density plus only 6k of runway. Not too short for getting off the ground, but I had to concentrate on best rate rather hard. Ground speed due to 8K+ density chewed up a lot of space before 400 ft agl. However, I was normally there very shortly before or after just passing the departure end.

I do not have the problem initially posted with this thread, but have been concerned about oil levels. When I fill to 7 or more, it is down to 6.25 in about 1/4 the time it takes to go from 6.25 to 6. I try to keep it at 6+. I have flown 100+ degree days enroute to AZ, Memorial Day weekend and had no pressure or temperature problems with no mre than 7 at any time. I am concerned about the quick use, or loss, from 7+ to 6. My O-235 in my C152 would not keep more than 5, 4 minimum, 6 maximum in the engine for more than a 15 minute flight. I got tired of pouring in the top and then washing it off the belly. I may get the same way with the IO-360. It does not appear to be going to the belly of the Mooney, but it is many more square feet, so maybe. Both engines have, or had, close compression figures, none below 76 and average about 77+. The C152 had a Sparrow Hawk conversion with high compression pistons.

I posted my photos from the event on this site in my Photo Gallery. It WAS well worth the trip. We stayed overnight to tour Longview. Sunday had broken at 3 so it was a slower flight back, 180 nm to 07TS. We got to see about three dozen parts that can cause problems with Mooney's. I should have taken photos, but was heat beat by that time. We toured the aircraft in his shop with examples of well maintained Mooney's and some that were on the way to being so. It pointed out the problems sometimes associated with less than acceptable repairs from supposedly certified people. This provides a good reason to be intimately familiar with proper procedures and your airplane. Don Maxwell only works on Mooneys. The expertise shows!

I have a 65 E. I gave my brother, as well a several others (about 10), a ride last Sunday. My brother at 250+ lbs and 6'4" sat in the back. His daughter 5' 8" sat up front. Maybe, fortunately he was on the ride with only him and the daughter. He wanted his son, pretty small to ride too. His son had been earlier, did not like the midday Arizona turbulence, and declined. My brother's wife, 200, 5' 11" rode later in back. Her daughter (same one and wanting to be a pilot) sat up front. On the heaviest ride with 4, it was 180 lb, 5' 8" behind me at 180, 5' 10", 160 lb 5' 7" for passenger right rear, 6' 2" 230+ lb front right. Looks can be deceiving. It was no worse than the C182 that I used to own, except 4 gph less fuel and still 10 knots faster. Of course the C182 might have been able to carry more pounds and it had two doors for quicker entry and exit, but I still prefer the Mooney. I have not tried personally, but more people in the back than 1 would probably not be as comforatable for them as in the C182. However, my brother had flown in the back of the C182 and said not true, just harder to crawl up rather than down for the C182. He has a bad leg and knee now and was only 220 back then, so it is not a real good comparison to now. Considering his mobility and saying it was just as easy and comforatable, maybe the room thing is just an optical illusion.

I am a central Texas E owner, too. I found out real quick that if I do not do as georeb states runup will be 200 rpm drop. Follow his instructions, 50 rpm. Also on climb out and a hot day, I always lean as the power will increase just as noted. Today out of KFHU (Sierra Vista, AZ) at 5:30 am with a density altitude of 6K+ meant lean for sure. After stop at E11 (Andrews Co, TX), same procedure with a DA of 5K+. I do not have to be as aggressive on the ground at home, 07TS (Cross Country Estates, Georgetown,TX), but fail to lean at least some and 200 rpm drop will be the result. I tend to lean for smoothness on climb. Mine does not really backfire, but run rough at full rich on the ground, absolutely. My CHTs, two different gauges and cylinders went to about 375 on takeoff out of KFHU. The rest of the flight was was at the bottom of the green, looks like about 300, as that is what it was on the large CHT gauge that I have. The other is Mooney OE in the dash. The EGT peaks at 1400 and I run 1350 most of the time. It is on the back cylinder on the pilot's side, but appears to have at one time been on the front one. I do not really trust the EGT because the mixture control does not do much to ever change the EGT like it does on other A/C I have flown.