Hank

It works fine on my Samsung phone, too. Not quite enough turns to make me dizzy at home.

Weird. This accident was in Nevada at almost 4300 msl, but the linked report is an accident at 15 msl, and records Minor injuries with zero details of what happened, and the Winds field is blank . . .

Since you're in Stockton, talk to the folks at Top Gun. They should have lots of advice, about leaking tanks and all other things Mooney. If needed, there's a Mooney Service Center in Troutdale, OR, with a good reputation for sealing tanks. But check the gaskets first!

Pulling the prop back is done solely for extending your glide range to reach a suitable landing site when the engine is no longer running. If the engine is seized, or has a hole knocked in the case or otherwise out of oil, it will obviously not help.

Right there in my Owners Manual: Note that it says "briskly apply full rudder" and "rapid forward movement" of the yoke. I remember reading from a Mooney instructor who tried a leisurely, Cessna-type recovery and scared himself before using rapid control movements to their limits, resulting in an initially slow recovery, losing several thousand feet in the process. See the NOTE that a one-turning spin and recovery may lose 2000 feet of altitude, plus any additional altitude loss due to confusion, slow reactions or less-than-brisk control movements . . . . Ya'll be careful out there! P.S--reading the list, it looks like P & A R E forward WAIT E and later Power to recover from the (steep) dive.

The DPE on my IFR checkride wanted to see an accelerated departure stall. We did reduced throttle, 23", somewhere around 1500-2000 msl He told me at couple of times, "don't recover yet," but was happy when I did so at the bubble. Then the sweat began to dry on my back and the left side of my face. The rest of the ride was much lower stress!

When I descend, I just push the yoke for 500 fpm and trim to hold it there. Then as I come down, I occasionally pull back MP and advance Mixture to maintain my previous cruise values for MP & EGT. The prop isn't adjusted unless ATC levels me off or I start an approach whichnare lower RPM, until it's time for pattern entry when it goes forward.

Hmmm . . . Mooney spin training with capable CFI support? I dunno . . . .

Sure. Don't you occasionally practice engine out landings? Once the throttle is at idle, pulling back the prop actually reduces how much the prop is driving the engine

I thought that dollar swap for useful load increase was standard practice? Just be aware that the weight decrease won't be enough to claim a speed increase!

It's not in my Owners Manual, either. But it has been mentioned by several CFI / CFII who've flown with me. Try it, you'll be surprised by its effectiveness. My first Mooney instructor briefed me while practicing descending to pattern altitude that pushing the prop forward, my 3-blade Hartzell makes a great speed brake; similarly, pulling the prop back is like taking your foot off of the brakes.

There are some near us, too. That ground roll looked like twice mine just to rotate, then another takeoff length to break ground. But they are definitely moving faster than my little Mooney!

@bradcarr, I move the prop lever during engine runup prior to takeoff, then back to Max, where it stays until I level off. At your altitudes, I run 2500, which is about an inch back. At lower altitudes, I will cruise at 2300 or 2400; I fly many approaches at 2300 due to low altitudes. Looks like this at 2500:

Pre-Covid, I had new windlace installed on my baggage door while i waited, $100 total. Plus the lunch I went to while he worked. 2018? 2019?

This thread title is click bait! My first thought was "that sounds like a personal problem." There's something to be said for grabbing your rod and shaking it . . . .