FloridaMan

There's a trick to it. I just fly the plane until I level off 1/4" over the runway and then let it settle.

I have a slickstart system and hot starts a non-issue. I would not want to shut down by killing the mags for the safety risk of a grounded out mag and there being enough fuel for the engine to start running.

I had similar behavior once with a clogged #3 injector (IA said it's always the #3 for whatever reason).

It's really amazing that these planes with the same engine as a Piper Arrow can get up there like this. I would not want to stall at FL200.

I do have the LoPresti cowl and had the ram air open, which gives between one and two inches of MP. I was at 2700RPM and 17 inches.

Some early 201s had the "Q-tip" Hartzell. I know this from my quest to replace the spinner assembly for my M20F with the LoPresti cowl. LASAR has 201 spinners for Hartzell props. As I posted earlier in the thread, you don't want the original Mooney 201 Hartzell spinner assembly.

Yes. I was still making 500fpm through 15,000 (GPS altitude was actually several hundred feet above the altimeter). I've had it as high as 17,000.

I'm in the market for an inexpensive secondary NAV/COM; the only requirements are that it's a NAV/COM and has a frequency flip-flop.

Just as an FYI, this is how my M20F climbs through 15,000ft.

I would commute to Koch Industries in Wichita from Tampa with my F model back when I had a contract with them. When commuting, I have adopted the psychology to default thinking that I would fly commercially, but if I could work flying myself with the weather, et cetera, that I'd fly myself.

I've had the flaps take more than four pumps after flying in -10 degrees for hours on end. And of course, my spinner bulkhead cracked on that flight too. Go figure.

I'd keep a mechanical gyro as a backup if possible vacuum or otherwise. I've seen digital ones get a bit confused at times and dance around and like the redundancy in modes of failure.

Is this you?

I have the STC M20F for the LoPresti Cowl and I have the powerflow exhaust. Do not bother trying to get a used stock "J" Hartzell spinner with the bulkhead that attaches to the flywheel. The bulkheads fail eventually. Contact LASAR and get a new spinner. It'll cost just under $2000, but they will give you a better price than anyone else. I spent more than the new purchase price of the replacement spinner assembly by going through two used spinner assemblies that eventually failed, or having cheek plates crack and fail, only to finally bite the bullet and buy a new spinner.

This strikes me as correct. I have only flown one approach to minimums in my M20F as I have personal limits of 1000ft ceilings, but sometimes shit happens and conditions are worse than expected. I configure GUMPS as soon as possible so I can focus on flying the approach and I come in as hot as possible in landing configuration, which with manual gear, would be 100KIAS. Nearly all airports with ILS approaches have runways long enough that you can bleed off enough airspeed from your DH to land without issue and the extra speed is good insurance for anything from windshear, unexpected turbulence, pilot distraction, et cetera.

No winds on quick round-trips are best. On trips where you're somewhere for a couple of days, it's best to go north before weather and come back after it passes. (I think of it like High pressure moving in = Headwinds when going North).

I couldn't sleep when I read that thread and had to drive down to the airport that night and inspect my own plane. My plane had a prepurchase inspection and annual performed prior to purchase at a reputable Mooney service center. Your plane will almost certainly have things missed in the inspection. I don't care who does it, just count on them not catching everything. The items that were missed on mine: Gear biscuits were 15+ years old Fuel line to the firewall and the one behind the firewall that went to the fuel pressure gauge were original from 1967. Discovered on my 2nd annual when it had started leaking onto the exhaust Vacuum hoses for the wing leveler and pitot-static system were dry rotted and cracking. Keep in mind my airplane was incredibly well maintained, but sometimes things just get overlooked and I am of the opinion that even the most meticulously maintained airplane will have something not quite right with it. Once you get settled into your M20F, if it still has the factory engine instruments, I highly recommend replacing them with a JPI EDM-900. I had the following issues with my factory gauges before replacing them: Manifold pressure line broke Oil temp sensor erroneously read high (solution was to push firmly on the gauge with my thumb) That fuel line that leaked onto the manifold that I mentioned before Alternator failure went undetected during preflight and run-up. Fortunately NYC gave me a bad fix and I lost my radios on the ground while waiting for them to straighten it out prior to me taking off into IMC. In-flight magneto failure would've been easier to detect Obstructed #3 injector went undetected. Manifested itself as a slight surging in power in flight up until I went to takeoff one day and the engine stumbled at 2500RPM.

Inspect where this unfortunate owner found spar corrosion on his, even after a prebuy:

Yup. Vertical yellow line on back wall. Nose on line; tail on line.

If you get the entire North America package, you can update one radio with US/Canada and the other with US/South America.

I came here to post something about a girl I once knew who had an effective way of removing said chrome.

I was actually thinking of taking a rare earth magnet and casting it in the middle of a silicone disc. Though gluing two jar openers together with a magnet in the middle would have the same effect. I'm pretty sure the fuel cap centers can hold a magnet. The other option I've considered is just taking blue painters tape and taping over the entire cap when parked down for a while. This is also useful for fueling and giving ramp instructions. For instance, you could write "Sunday Departure" and tape it to the prop.

The way I see it is that there are a number of fatal accidents regarding Mooneys and water in the fuel; especially in older Mooneys, but the newer ones aren't immune either. Water droplets stick behind rivets, baffles and areas where sealant might block areas in the tanks, which is the reason for the extreme thoroughness with the S-turns on the ground. http://www.kathrynsreport.com/2015/07/engine-makers-blamed-for-fatal-plane.html

Yes, blue. I'll revise my original post.