Pilot boy

Where is this list? Can I be added to it? I am a CFII in Omaha, Nebraska. About 500 hrs M20E time.

Did you ever have further issues with this? Any further resolution? Did it get worse or come back?

I saw a J in the shop up close and I was astounded how close in size it actually seemed to my short body E. Definitely not worth the up charge in my mind for like 15 knots...unless I have a ton of disposable income...

Some of the best advice I got before buying my E was to buy it with an autopilot with altitude hold if possible. And a WAAS GPS. The autopilot is a life saver on long trips and it’s like $15k or more to install one now. Pretty much same with the GPS. Just fyi.

I’d believe it. Prices are high these days with inflation and lack of inventory. I don’t know if he’ll get $80k but it does have a rebuilt engine with low time. I didn’t check the avionics but for my E I’d be looking for $70k these days for sure with a 1500 hr engine. Garnish and autopilot and good paint make it valuable.

I wanted a Tiger and I switched to Mooney for 2 reasons but mostly first reason: 1. I couldn’t find a decent priced Tiger. 2 yrs ago they were all $60k and up and I just couldn’t get my hands on any they’d sell fast. If they had anything like a 430W they were getting up to $70/80k area. Going short body Mooney w manual gear made it way easier to find one w good avionics at a fair price I had many more to choose from...even though they were selling very fast as well. I actually found one from word of mouth thru local avionics mechanics I had talked to. They knew an owner thinking of selling his E. 2. I flew in a Cheetah with someone who owned one and a side from great visibility I thought it felt cheap. The fiberglass wing pieces or something just didn’t look right. The Mooney seemed much more stout and better built.

Proper procedure at my flight school for the order is flaps, gear,flaps. How I manage the power and trim and that first removal of flaps is to wait until I’m at least starting to climb. My E model I can overpower trim up pretty much anytime but I often don’t use full power in go arounds as it’s unnecessary and could result in the infamous p factor trim up stall. Reason for gear 2nd after full flaps removal is if you sink and touch runway or grass you want the gear down. Also full flaps creates a lot of drag. The first half of say takeoff flaps the lift/drag ratio is much better.

Actually the 66 does show the 80 mph for Vx that I’ve been using though I’m still trying to verify flap setting...the Vy is definitely a no flap speed of 105 but that wouldn’t be too hard to change from what I do now.

yeah I’ve trained using 15 on the flaps and now I’m not sure how to defend this to the DPE. I mean it really climbs well if I had to clear a 50 ft obstacle I would definitely use this method over the 66 POH. I’ll probably do what has been suggested by others and get the 70s era POH which has better and more detailed numbers to use so I can explain where I got the data ...along with mainly relying on my 66 POH for more of the interview... I guess I can review both methods so I’m prepped for the test it just changes things substantially for the climb outs.

It matches what you have...but for commercial check ride short field takeoff those numbers aren’t really going to be “accurate”. I use takeoff flaps for short field Vx and for Vy...which is the proper commercial procedure and I know 80mph is the Vx for 15 degs of flaps but I am trying to found out where ppl have found that number. Find me where in your POH it shows Vx and Vy with 15 degrees of flaps....it isn’t there in the 66.

I finally got back up in the E once the AI is now repaired and you were right. It is red lined at 2700 RPM and that’s what I’m seeing in my E. I just had recalled it wrong. I think the MP will go a little higher than 27 in, like 28, but RPM caps at 2700.

Well it seems to be working now. The mechanic replaced the AI a 2nd time and adjusted the regulator upwards a bit more. I think he finally tested it in the ground and could see it wasn’t working quite right. He just didn’t want to readjust it cuz I guess it’s a pain to get to. Seems resolved....I will have to mention this to him to see if he cleaned it that first time. For now, it works so hopefully the first AI took all the damage. Though I think the pump had not quite fully failed when I brought it in. He said another hour or two of operation and it would have broken apart so maybe it was just not adjusting the regulator right the first time that caused issues. art

Commercial check ride in a bout a week (finally - kept deferring for repairs) and I’m reviewing the 1966 POH (I have a 64 Mooney M20E). I have been using a Vy for the soft field takeoff and normal climb of 15 degrees of flaps and 95 mph but I can’t find this number for Vy in the 66 POH. Is there a bette or later source of data someone can point me to. I know I found a checklist in Mooneyspace that had a takeoff flaps and 95 mph as Vy for the E model But I’m wondering where it came from. The 66 POH has a zero flap climb paragraph about taking off that has it as 95 mph with no flaps but that is Stated as (best angle) Vx with no flaps... Does someone have better v speed somewhere from like MAPA or a newer digital manual that’s recommended to be used. Something I can show the DPE since the 66 POH just has nothing.....

Mechanic replaced the AI with a new one this week as we just asssumed manufacturer defect as a first step...I will test it and post back soon

I don’t think This leaning technique would get you a guarantee of max power unless you do the leaning while at full throttle. You will not be able to tell if the engine is getting all the fuel it needs to produce max power if you’re adjusting it at like 1800 rpms etc. you might mistakenly leave it too lean as the engine needs much more fuel when you put the throttle at full demand for takeoff.