Hambone

Ok, flew in th eplane today and noticed something. The EDM 930 is presumably set up for the make and model ot is instaled in. I noticed that the yellow warning range is set to 475 degrees. THe #3 did run a bit hotter than the others by about 30 degrees orso, maybe sometimes as high as 50. But in level cruise the temps seemed to be about 375-380 on the low end and the #3 was from 405 to 415. So , my new question is , Is it possibl that he temps I am seeing are "normal" for this setup? Who sets the ranges in the 930? Because if the near 400 taboo is gospel then theis plane runs hot all over. Can someone help me understand this? Thanks

Thanks guys, I was hoping tht was the case. I appreciate the info.

I was reading on the Hartzell site and found:(emphasis added by me of course) Specifications: 74 inch diameter 2-bladed aluminum hub scimitar propeller 2400 hour / 6 year TBO 62-64 pounds (propeller and spinner) Diameter reduction allowable to 72.5 inches My question is what is realistic on these. The 2400 hour part seems reasonable but the 6 yr part is what I am having trouvle understanding. This make the cost of owning their prop about $1000 /yr by itself. ( I was told the overhaul is about 5-7K) What am I missing? I am looking at a plane with about 200 hrs on the prop. It has flown a good amount in th elast year but I believe it sat for a couple prior to this wiht the previous owner. I just want to know if I can expect to have a bill coming my way simly due to time vs wear and usage.

Thanks for all the great info, I will check it out.

I am lookign at a 1968 M20F and the current owner sent this : " # 3 Cylinder runs hotter than the rest during climb. In the Arizona heat it goes into the yellow (376-499 degrees) and at times I need to level off or go into a very slow climb until it cools down and then I resume my climb. Once I'm into cooler air say around 4,000ft I can climb normally. I think it is the LoPresti cowl not allowing enough airflow." and "The Cowl flap and Ram Air controls are backwards. The cowl flaps are almost impossible to operate so I leave them open." Could these be related to the hot cylinder? Any other thinfs come to mind to cause the #3 to run hotter? I am just ryingto understand the scope of the issue before I take the next step. Thanks

Hey, I just noticed you are in Vegas as well. You at VGT?, HND? or Boulder City? I am lookinfg for a good instructor (prefer one with Mooney experience) to get some dual time in for the insurance sign off and also by Bi-annual. I took a couple years off from flying so I need to get back on the horse so to speak. Any help there would be awesome !

Its 3517N and its on Trade a plane,and of course globalplanesearch. It actually was the subject of quite a lengthy thread on here about a year ago. It was going to be parted out bt its owner before the current one. It was saved and now is up for sale again. It has all the right stuff, I just want to avoid any big "Gotchas". Any info anyone has would be appreciated.

I was noticing there is a Mooney Service Center in Chandler run by Frank Setzler. Anyone here have any firsthand experience or can give me any info would be great.

Hey guys, I am fairly new to the forums. Have been reading them quite a bit but not posting. I have found a bird I am interested in and am looking for your recomendations for someone to do the pre-buy inspection. The plane is in the Phoenix area. Thanks all!