canuckpilot

Yes, without exception.

I had a very similar incident. Mine surged to 2800 moments after takeoff, I immediately pulled back prop, and it responded right away. I had it checked it out after landing, they checked the governor/governor limit stops and the tach. Both checked out fine. Just like you, this happened soon after an oil change... my POH states: "If surging of the propeller occurs during takeoff or climb out, it may be caused by air in the system or foreign matter in the governor passages." (1965 M20E POH, page 28) The shop suggested I simply keep an eagle eye on it - that was many hours and 4 months ago, and no problems since. I suspect it was just air in the system.

You've already shown impeccable judgement by selecting an M20E as your trusty steed - you'll do great! -(totally unbiased)

The previous owner updated the panel on my E model with Lasar's help.

Hi Mike, I have a 65 M20E at Hayward. You are more than welcome to come have a sit. canuckpilot@gmail.com Cheers, -matt.

Totally biased... but I feel the bay area and my E are a good fit. Your budget allows for a lot more airplane, but not sure your mission requirements warrant it. I'm based at Hayward (KHWD) - I'd gladly answer any questions. Cheers, -matty.

Two names for ours: "seven-niner none-finer" and "dirty girl" (cuz she's fast). We know the gender because both wing fuel sump nipples work.

My 65E came with electric speed brakes. Not sure I would have spent the $ to have them installed, but they sure have come in handy at times. Not only do they get you down quickly in "Chop-N-Drop" situations, but they lessen the "Chop" part by allowing reasonable (read: kind) power changes to your engine. It can help avoid shock cooling if your engine religion of choice includes such a notion. It's also comforting to know they're there as an option... -matt.

Hey Rad, I'm in the bay area (Oakland). Currently based at KHWD (Hayward), but I've been based at Oakland (KOAK) and NYC area at (KFRG). Hanger rents here are in the $300/month range, but the waiting lists are years long... I rented Pipers for my PPL, but bought a two-seater Grumman soon after getting my ticket. In hindsight, learning in that Grumman would have saved me some money. Mooneys aren't designed for primary training - Pipers, Cessnas or Grummans are much better suited to that task (my opinion). Most folk on this list know more than I - but feel free to ping me if you wanna chat and/or visit the airport. I could tell you what my various costs have been. Cheers, -matty.

Beautiful plane! Congrats.

This thread inspired me to try a speed run. I'm sure I screwed something up with my methodology, but attached are snapshots of the panel at the various cardinal headings. Airplane: 1965 M20E with most speed mods, but not the 201 cowling. Altitude: 7,500 ft OAT: 72F Throttle: WOT - 23" (ram air on) RPM: 2600 Mixture: 100ROP Weight: around 2,100 lbs (475 lbs below gross) Overhead vent: closed Thinking: speedy thoughts Results: east: 157kts north: 164kts west: 167kts south: 164kts average: 163kts I wasn't terribly good at doing the various headings in quick succession, so the winds may have shifted. JPI says I was burning 12.8 gl/hr trying to go balls to the wall... I usually cruise in the 9,500 - 11,500 range getting at around 155kts for 11gl/hr (100 ROP) POH says I should've been making around 191 mph (166kts) at the above settings (though at best power, not 100 ROP - and in standard atmospheric conditions) so I guess I'm within the POH's ballpark - but that's after the speed mods. I have a hard believing that the plane performed per the POH back in 1965... Cheers, -matty.

Hey Rob, Square windows.

I have #540 - she is registered as a 1964 but is actually a 1965 model. Guessing Mooney rolled out models ahead of calendar years like the car companies. -matty.