Pilot boy

Have a question. First off, does anyone have any performance table from an E model with more in depth performance numbers? The 1966 POH I use is very limited in the tables of performance information. I'm thinking maybe a 1970 C or E model POH might have more? Anyone know how close those are for the older models? Yesterday taking off from a 3,000 ft strip at 1,450 MSL but 95 degrees out and very humid I probably took off with only about 500 feet or less to spare. Fortunately I took off in a direction with no obstacles (deliberately planned). I was about 2450 lbs (100 under gross) with two large adults and about 40 gallons of fuel. I checked the performance tables and they indicated I should have been off by about 1700 ft. It seems it took more like 2500 ft as I said. No automated weather but normally this temp around here would equal about a 4000 ft density altitude. I realized afterwards that running full rich for take off was a mistake...the motor did seem a little weaker than normal. I leaned for taxi but around here (flatland) normally I take off full rich. I think I missed out on power because of it. Just want to get people's take on how much you should lean for a very hot takeoff in the Midwest etc. I did keep the plane on the ground longer than normal to make sure I hit 80 mph and I didn't want to float and lose speed by rotating too early. I also had about a 6 knot tailwind as the runway was sloped downhill so I chose downhill over a headwind ...this also may have been an error, however the wind sock was flat at takeoff and the whole airport except the runway is surrounded by distant trees so the air was very still. I am going to play around on a longer runway tomorrow to experiment with different mixture setting as I'm thinking I may have cost myself 100 or 200 RPMs due to being slightly flooded condition without realizing it. Looking for thoughts or updated POH info. Distance to clear a 50 ft obstace in at 2500 ft MSL and 100 degrees was 1855 ft at max gross of around 2550# It definitely took me longer. What's the shortest runway you'll use and with what weights/people and fuel etc? I'm glad I chose to land at the 3000 ft runway instead of the 2000 ft runway the cessnas were using at the nearby airport.

How do you like the EDM 730? I have the 700 but JPI is offering me to swap out for $1300 for the 730 if I trade the 700 on. The digital display sure seems more appealing and probably easier to use. The 700 is like an 80s computer.

I have an updated cowling on this E. I believe the lower half is a different design than stock...I can't recall the name of the mod...might be from LASAR?

I'll incrementally try this. One of my instructors had a horror story about a student pilot who retracted all flaps on a 172 on a go around when he asked for the first notch to be taken out....they barely cleared the ground...so I'm always a bit cautious. Plus stall speed goes up significantly with any sort of bank with retracted flaps...I'll try 80 kias positive rate with lower altitude...carefully

I do have GPH gauge. I will have to start experimenting.

I do have a fuel flow meter on the JPI 700. Any suggestions on mixture and prop combinations that work well to start testing?

I recently purchased a 64 M20E. I'm at about 20 hrs in it now but had something come up in recent cruise at around 6500 feet. Basically I closed the cowl flaps for cruise but leaned the mixture fairly far out (I didn't use the JPI 700 I have installed for this I just leaned it out a good bit.). I'm still learning the JPI procedures for ROP and LOP by reading the engine manual. The JPI (not Lycoming) manual seems to indicate that 1350 to 1550 EGT is okay in cruise. What I noticed on my xcountry was that with cowl flaps open (below 150 mph I think is the restriction on when you can open/close them) the EGTs stayed fairly low. Like 1250 to 1350. When I closed cow flaps I noticed the EGT went up to about 1480. I was concerned so I enriched the mixture to keep it down below 1400. CHTs were all still in the green, I think around 400 area. I have read posts on here that says EGT doesn't matter for operations, etc. My questions are : 1. Is there a good EGT you should shoot for in cruise? Or what is the max you don't want to see it go above? 2. What CHT should you use in cruise? What's the max allowable? 3. I've been trying to time build so I'm trying to save fuel by pulling the manifold pressure (throttle) back to about 19 or 21 inches but I'm not sure if this makes any difference for fuel consumption or if the mixture leaning is probably way more important? 4. What's max drop to avoid shock cooling in descent? And what procedure do you use? 5. Do you always close cowl flaps in cruise if below the speed limitation? Even in summer heat? Prop usually have around 2400 rpm. I'm going to lean for rich of peak though I know lean of peak is better for fuel savings...but I want to baby the engine. The 64 E has an rpm restriction from about 2100 to 2350 or something like that marked on the tach. The prior owner told me he always did 2500 RPM max in the pattern and possibly on climbs but I've been using 2600 RPM or even 2700 Tom (full in) on climbs and touch and gos. Any insight from E or F owners on the RPM restrictions especially valuable. I fly in the Midwest so OAT at surface is 90F plus, we takeoff at about 1000 ft msl (3000 ft da). The E has been a blast to fly so far. I love 1500+ from climbs. (100 to 120 mph for cooling) and the speed over the old rental 172s is great. -Ben

I'm a very new owner of a 64 M20E. I raise gear almost right away, 50 ft or so, positive rate as it's much easier to use the Johnson bar below 85 mph. Then I raise flaps at 400 AGL as I don't care to lose lift too low to the ground. After reading this thread I may shoot for 300 AGL as it feels like I'm waiting too long for 400 and the 64 E has a Vfe of only 100 mph which actually gets hard to stay under if I'm by myself and the gear is raised.

A great way to simulate this is also Xplane. You can easily set an engine failure at your home airport. Fail it at 500 AGL, 800agl etc. No guarantee it will fly like your real plane but it gives you some idea and is useful practice imo.

I just use foreflight mostly. I have a demo version of Garmin Pilot

I may have to consult with you on this in the future. My biggest knowledge gap would just be how to file with all the different countries involved. I'd be flying into Costa Rica from Texas

I really like Foreflights audio features giving me runway length, 500 ft altitude warnings etc.

I like this idea as if an have foreflight give me a check gear warning on approach verbally which I would like. I’m thinking I can set it for like 500 ft

Oscar have you ever flown back and forth to US in your Mooney? I’d like to fly mine down Central America someday. I grew up there but currently live in US

Interesting info thank you. I have seen other C owners with the retractable kind forget and discuss it on YouTube. the old structure did cause slight yaw and they suspect a small speed impact

Does the step stay down on the Mooney M20C?

I have found some checklists in the download area on here and i do have the POH for the plane...but I'm wondering if there is a good checklist out there from a company that sends them laminated already to you etc. I'd also like to know if there are any digital ones available I could download into Foreflight or if they come included in the Performance Plus foreflight plan and if they are any good if they do come included!

I just found mine and am in the process of purchasing an E model. I'd tell every FBO and mechanic in the area that you're looking for one. I couldn't believe I found mine locally but there was one guy looking to sell and he hadn't listed it yet. My local FBO avionics guys told me about it and put me in contact with the owner, they knew it was also in excellent condition as they'd worked on it. The major websites are good, planes will come across frequently. The for sale section on here is good also. The more forums, mechanics, and ppl you let know you're looking you might find good candidates.

Do you know a good way to get ahold of them? I've called the main number several times and it goes to Eric's voicemail but no one ever calls me back.

Thanks for the link I had not seen this website before.

No, I am working on insurance tomorrow. I already had a quote for a C model from AVEMCO at $2200 though. I think it was 10 hrs or 20 hrs of transition. I already have my IR and nearly 200 hrs.

I guess this is my hint to use the search feature. But Im lazy. carusoam!

I have an accepted offer on my first plane, a 1964 Mooney M20E. It appears to my untrained eye to be in incredibly good condition and was referred to me by my local avoinics guys who said it was a mint one and well take care of. I am looking for a mechanic familiar with Mooneys in the Omaha, NE metro area or nearby to do a prebuy. I am not complex certified yet to move the plane easily so I need somewhere somewhat close. I am also needing a Mooney familiar instructor to get me signed off on the transition training. Thank you, -Ben

I have an accepted offer on the 1964 M20E and am now attempting to schedule a prebuy for it. Anyone know any good shops in the Omaha, Nebraska area? I will create a thread as well for this. I will post pics and celebration once/if the deal goes through. Thank you everyone for all the insight here!