M20F

I think he meant KTAS ;-)

Ok in your post you referenced 17000 which 145kts at 25/25 would be off.

I get 160-165 at FL190-210 running 23/23 at about 11gph and my F is slow comparable to others. If all you are seeing is 145kts either something really wrong or you are calculating incorrectly.

I use Defuniak on occasion instead of KECP and have had good experiences there.

Hi - I will try to remember to look this weekend I have all the ppwk/drawings.

Chains dont flex and can pull the anchors out or wreck your jack points. I like ropes or straps that will have some give.

Former Montpelier ND representing. I use straps, chocks, and control lock and have never had an issue.

Canadian planes are often claimed to be faster but that is just because the ASI is in KM/H. Watch out for this clever sales trick.

Generally it is full tanks or 10 gallons to go buy fuel which is 30 mins away. When you are buying 55+ gallons a $1 a gallon adds up. If it is borderline I will put in 5 gallons of expensive gas just to be safe.

That Tahoe is quite possibly the ugliest thing I have ever seen.

If adding AV Blend grew mine to 720 inches I would be buying it by the caseload.

The best logic. Almost nothing goes in the engine/prop log books it is all airframe.

Personally I would replace because it is easy/cheap to do yourself and better then blowing a tire in the middle of nowhere which will be very expensive. Even with no brakes Mooneys are susceptible to scuffing because the wing keeps flying after you contact the ground. If there is a decent cross wind it can slide the plane across and scuff. It is also critical in my opinion to dump the flaps before hitting the brakes. If you touch the brakes with full flaps unless the plane is almost stopped you are going to scuff. i just use cheap tires and tubes and replace whenever needed (keep a spare handy).

I use Johnsons Baby Oil. It is soft enough for a baby but tough enough for an IO-360.

It appears to be missing a cigar lighter.

All things being equal (winds mainly) the altitude where you develop cruise power settings. In a turbo that is going to need to factor time to climb/descend but for NA the math is pretty simple.

Isn't that an allergy medicine.....

I fly my Executive at FL250 the J doesn't even have a cool name. 201 what is that compared to Super, Ranger, Master, or the all powerful Executive. Don't bring a knife to a gun fight!

It is though a good procedure to do in a NA engine if not done aggressively as you really do need to reduce fuel as the air thins (keeping an eye on the CHT's).

I change about every 50hrs but I fly that in 2-3 months and my legs are usually 3-5hrs. When I was flying shorter hops I did 25hrs.

Make sure that all STC's, 337's, etc. are documented in the new books. You can't just take the FAA disc for this you really need to ensure anything and everything added made it into the new books and into a 337/STC/etc. The best Mooney mechanic many would say missed 337 on my pre-buy annual and subsequent annual and I had complete logbooks; logbook entry; STC; etc. but a missing 47yr 337 that caused some issues. In fairness I missed it as well. Paperwork is the most important thing when it comes to a plane.

I don't count letters less then F :-)

Best brand/part # for fine wire plugs for a 1967 M20F with IO360 A1A with a RayJay..

I have an AXC. The weight is minimal and aft CG makes you go fast. The real reason though is you can never have a big enough battery or too much gas.

What do you intend to fix or are you capable of fixing?