M20F

How long is it missing logs for, a long time ago wouldn't concern me. The last 4yrs missing would some. In the end if I got a good bill of health on PPI probably would buy it.

I love the smell of leather in the morning.....

Not disputing that but really find it hard to believe 3yrs of 200hrs a year is going to have a corrison problem assuming normal oil changes and the hours reasonably spread. There are more than a few shops that will take your good cam to resell and put in one of those three time plus ground cam's right at tolerance in. I think you would agree that some overhaul shops are a bit better than others. Overhauls even when you comply with SB240 can vary greatly. No way to really tell the problem for sure either way with the information the OP gave but just doesn't seem like a corrosion issue (though I have been wrong a lot before!).

The issue didn't develop in 2012 it developed in 2015 after flying 200hrs a year in the last 3 years (600hrs after it sat). Sitting had nothing to do with the issue, the cam just wore out. This is evidenced by the metal coming off it which only occurs at end of life, you can verify that by getting the cylinder inspected as AES highlights. No matter how much cam guard we use, how often we change the oil, and how much we love and baby our engines they eventually wear out and need to be overhauled.

Right in line with this as well http://www.mooneypilots.com/mapalog/M20F%20Evaluation/M20F_Evaluation_Report.html

If the cam is making metal it means the nitrate is shot and once that goes it takes about 20-25hrs till the lobe snaps, I would stop flying it. You will need to split the case and replace the cam at miminmum. This though is where things get tricky as you can chose to do an overhaul which will involve replacing exhaust valves on the cylinders and some other parts, or you can just do a repair and return to service. Depending on the health of the cylinders and whether you intend to sell the plane in the near future just fixing the bottom and reusing the cylinders is a viable and much cheaper route though it sounds in your case that might not be an option. There is a lot of confusion when it comes to the word overhaul. While the engine was overhauled 800hrs ago my guess is they put in the old or a right at tolerance cam in (or a newer one which hanger talk says they suck and you should find an old good one on a shelf somewhere). Overhaul doesn't mean all new stuff and you really need to read any logbook entry concerning engine overhauls, repair and return to service, cylinders, etc. carefully to see exactly what they did. Given the pattern of the hours flown, time, etc. looks to me like the cam just wore out. The sitting early in life might have been an issue if 20hrs after sitting the issue developed but given the times you listed especially in the last 2yrs, just sounds like it wore out.

However you want to define it the requirements are the same.

Didn't say all and you said many, so perhaps we can agree it can be an issue :-)

I encourage people to watch the Busch video. The issue isn't so much multi-grade versus straight as it is synthetic versus oil. It is a really interesting presentation and has some good facts in it. I once asked a guy in Texas who gets cited a lot when it comes to Mooney's he wasn't a big fan of the synthetics (Aeroshell I particular). The biggest thing I find useful is changing it 4 times a year (once every three months) versus what I put in it but I still use the Philips. I have seen some oil analysis posted here where people go 7 months or more on the same oil which just isn't good. For the record no heat issues using 100W Plus or Philips in the Fl's with a Rayjay. I would suspect some of the hot issues people are seeing come from climbing too steep or bad baffling more than the oil.

Peeve and Mike Elliott are correct and below is the reference. http://www.faa.gov/about/office_org/headquarters_offices/agc/pol_adjudication/agc200/interpretations/data/interps/2010/grayson-2%20-%20(2010)%20legal%20interpretation.pdf

LPS2 is a penetrant and shouldn't be used on the sealed bearings which attach the various control surfaces. Tri-Flo and the like is good stuff but it should only be used where recommend. The let's talk lubrication thread is really good and clear on what should be used where both in the thread and in the corresponding MAPA article in addition to your service manual. WD-40 though not mentioned here I will toss in as bad and not to be used on aircraft.

The Comanche insurance has to do with the fact that many parts are hard or impossible to come by which means a lot of minor incidents become complete write offs. They are much nicer to fly than a Mooney. Your time isn't going to be a difference in insurance cost in either but the Comanche will be higher. If your needs are room, low cost, 430, etc. there are a lot of planes out there that will fill that need aside from a Mooney. Most are going to be within 10kts of the Mooney which unless you are doing a lot of 3+ hr cross countries you won't even notice. I would encourage you to focus on what you want and then find a model which has all that, will make things a lot easier in terms of finding a good one at a good price.

I looked a lot at Comanche's when searching for an F as well and for the most part similarly equipped planes were about $20-30k more. I also worried a bit about parts given the big flood whereas at least with a Mooney you can still get anything fabricated by the factory. I agree on the engine comment those wide deck cylinder prices make me cry. If I could have found the right one though would love to have one for all the reasons you stated though, it's a great plane.

For every situation somebody can point out an alternative. People fall out of planes at significant altitude and live without a chute, that doesn't open that up to me as a viable alternative to a forced landing either.

It is safe to say both options are not really good and odds are you probably die in both instances. That being said my thoughts are with yours which is the chances I figure of hitting a giant forested canopy and surviving seems a lot worse than hitting the water.

+1 I also carry a PLB when I fly in the middle of nowhere and an assortment of survival items.

Check when they last replaced the crank/cam it may have been done 900hrs ago or it may not have. Once the nitride goes on the cam the lobe will wear quick.

Good presentation by Mike Bush on the topic http://www.eaavideo.org/video.aspx?v=1149666747001 I use Phillips XC 20-50 w/camguard in mine.

I should learn not to post prior to drinking coffee (ignore the density altitude bit). You lose 1" of manifold per 1000' roughly so adding back in 17.5 for altitude + 15.6 on the manifold gauge would mean @33.1 reading would be expected at sea level which makes me think it might be off a bit?

I don't think anyone disputes that but controllers make mistakes, planes turn where they shouldn't, etc. Whenever you are around a lot of other planes is the time to be looking out the window the most even in beloved Class B where everyone is separated.

One thing I have found in the Mooney community is no matter what short body owners will always claim it is great and roomy in the back. I spent a fair amount of time as a non-owner in the back of a C and I am small, I bought an F. If you are going to carry more than 2 regularly it really does make a difference. Carry 3+ on a couple of trips a year the passengers would really like the extra space.

I guess we look at minimum differently and $12k for annual plus on going maintenance is a lot in my book. I can compare the annuals/work Maxwell has done (think you use Lasar if I remember from previous posts) and not even close to $12k per year. Probably like most I run my numbers to the penny and just don't walk way away with $360 a year to operate. I have friends running turbo twins with less than that. Thanks for sharing your numbers though.

http://nebula.wsimg.com/cdab49c30cebdde4196add3f69906412?AccessKeyId=4F9A3E91CE7CAB506B89&disposition=0&alloworigin=1

I have an F with some Maxwell annuals, insurance, subscriptions, and a freshly overhauled motor I just did. Even if I factor upgrades I have done over the past 5yrs (including an MVP-50) I am in for $150 a year over 5yrs and that is going to be substantively lower for several years now (not factoring capital) to where when I look at 10yrs since purchase it should work to about $110-120. Ownership is a lot more than gas obviously but $240-300 per hour for a Bravo seems high.

Have fun to get out just pick clearance up in the air on 133.5, I usually call about 400' AGL. They will generally give a squawk and a heading and keep you VFR out of the Bravo and then give you a clearance in a bit and step climb you up under the Bravo. For your direction you will probably get EON then direct but check Flightaware as sometimes they get a bit nutty on fixes. Once you are out from Bravo and not conflicting with traffic at ORD and MDW you will get cleared direct and pushed up to your filed altitude. Enjoy!