MyNameIsNobody

Same. '66 M20E Super21 #1120 My temps on all cylinders that flight were 310-330. Even during summer that is the story. Stock oil filter and doghouse. No oil filter, only screen.

It sounds like you have done right follow-up. I think I would of drained tanks after changing o rings in caps. I replaced t he fuel sump valves in mine. Done again with reseal a few years ago. They are an adventure aren't they. Redundant Glad it worked out. My plane has never gone silent in the air. That would be a partnership tester....

Bob, for a reference I flew a couple hours yesterday. 4500' 25.5MP, 2520RPM, oil temp 175 in cruise burning 10.2. Outside temp was cool High 40's. I never have to trail cowl flaps... Maybe an overhaul on cooler?

How about a bigger confession... 1. Did you sump tanks before flight? 2. Did you sump tanks after flight? What did you find? 3. Did you add fuel? 4. Did it rain? 5. Do you always make sure caps are not cocked when installing? 6. When was last time both cap o rings were changed? 7. Had it rained? Glad it worked out.

Sad. Likely "newer" than '63 with those windows. What a shame.

Good luck. Truly hope it works out well.

I am all about a flow and doing it the same way. THAT is why I always use Take-Off flaps "even" when I don't need them. I retract at 1000AGL (Truth be told, I don't use the aux. fuel pump on take-off or landing). First switch (with red cover) I flip if engine would go quiet. I like my chances...

Let's not get hung up on details like taxi...

Talk is cheap. Going to someone's hanger, shutting down and getting real close and personal has an effect...Otherwise save the bravado for the "things I wish/should have done". I guarantee you that if you land over me we are going to meet and one or both of us are going to the hospital. Feel me? That is a friggin' promise... End of story,

Hi-Larious where this thread direction went.... Wowza.

Meanwhile a 66 M20E had a nice flight to Northern Wisconsin culminating in a grass strip landing with winds at 9 gusting to 15 right down the runway. Plane functioned as it always has and delivered its owner and two English Pointers in two hours what would have been 6-6.5 in a car. Grouse and Woodcock better be looking out 'cause we are coming for ya!!!!!!!! I love my Mooney and I love GA!!!!!!!!!!!!!!!!

I have long since quit listening on the "leave gear down" guys. +1 on that.

And like your vette it sounds cool....gyroscopic effect. Say it...Do it. Tap those brakes. Good stuff!

We're just kinda crazy like that

Some things are "worth it". Some "are not". Debating with Tommy most certainly is not. I have gained some insight from reading others comments on this thread. Thank you.

Good stuff. Thanks for replies.

I was a convert from no flaps on take-off to using take-off flaps in my vintage Mooney. Question, "When do you retract flaps"? The POH procedure seems to be after gear on climb out. Doesn't really give an altitude/time. Guessing there is some subjectivity here. Interested in hearing from those that do, really not wanting debate on not using them in this thread. The when (altitude/time after take-off) and why is what I am interested in.

I'll take your word there. (Timing for MPH to Knots). This information (Vx) was not in a table, but in a paragraph. Found the "about" 80 interesting. Couldn't nail that down I guess Revisions, such as backing off RPM and Throttle (25 25) have definitely changed over years... I found it interesting that Beech pilots were stating that leaving gear down in Vx climb was preferred, that there is a negative in Vx climb performance by retracting gear.(?!). That seems really counter-intuitive. This is NOT a practice I would think of doing in my Mooney on take-off/climb. The ultimate shame is that lawyers have made the practice of updating Pilot Manuals NOT something that would ever be done with vintage planes. Time has shown that some 1960's practices were/are NOT optimal, but for lack of official and updated information practices are followowed, because that is the "official data" so it is "right"...

Also a 1966 Super 21 M20E Owners Manual says under TAKE-OFF AND CLIMB The speed for maximum angle of climb (obstacle clearance) is about 80 mph IAS. Gives a recommended power setting for climbing of 2500rpm and 25"MP. Maximum Rate: 105IAS (doesn't say MPH or Knots there)

I will just shrug and say to myself "Not surprised this happenned" if people are routinely going out of short strips, heavy and barely clearing obstacles. "Your ego is writing checks you can't cash"...is a line that comes to mind. That said, fly it however you feel like flying it. What me worry? I am definitely not good, so I don't want to rely on being lucky.

Is it documented that he Mishandled, or that he asked the plane to perform beyond its capabilities? I would never fly with that guy again.

Teachers hopefully, like the pilot that experienced this incident, impart knowledge for others, without "literally" experiencing "the experience".

Talking about decision making on this thread because that is the factor that was not sound. Don't disagree that another thread on pre-planning for an "abort point" is not good, but this had everything to do with the interjection by an outside influence that resulted in a bad decision that resulted in an off-field landing. Everything that happened in that 15 seconds after power was "put in" at the intersection was a detail that led to an outcome. I know what my take-away from this was/is and it is not: "What do I do after I make a bad decision". I want to not make a bad decision in the first place. The pre-planning was there. Some say the decision to go to this field was the start of the chain...I don't dispute that. Other factors could have mitigated or prevented the event...BUT if the original plan had been followed it is likely that this thread would not have been written.

3500 was once a close call (trees) with turkeys on runway, near gross on a high density day. I still think about it. I should have aborted when distraction occurred. I learned and WILL now. Others have mentioned that knowledge is often gained by "close calls". You don't know what you don't know. Just glad this experience gained had a positive outcome (No lives lost). I would prefer for my survival outcome to not be as a result of "LUCK", but of sound decision-making. CD, like Patrick gave us flying lessons to live by without living all that the lesson entailed. He is aces with me for that.

+1