M20F

The width isn't a problem but sitting L-Shaped versus bent knee like you would in other models I find to be uncomfortable after about 2hrs.

Most expensive year @$25k, least expensive @$1000. The cost of operation is very inexpensive, until it isn't. Just expect a $25-30k year at some point and you will be fine Personally I wouldn't long term operate a Mooney out of a grass strip. Low prop clearance, low gear doors, hard on pucks, causes tank epoxy to warp and crack. Solely my opinion. Everyone else will be along to tell you the Mooney is the best back country flyer there is. I would be looking at a 182.

Though if you "accidentally" forget to stow it, it does provide really good air flow. Not that I would encourage disregarding manufacturers guidance....

I really wanted a Comanche when I was out looking but the initial purchase price is much more than an F and the loss of the tool/dies in the flood worried me. I really do like the Comanche product.

Like the Piper baggage door a lot more.

67 was last year for flushed rivets, manual gear, and hydraulic flaps. The flushed riveting came back later but last year for gear/flaps which were desirable for me.

I only bad landings with witnesses.

Put on a Reif Turbo heater setup, solves a lot of issues. Cold starting being one of them.

The week of 9/11 we had a pair drop a boom out of ORD that shook the building pretty good. Memories of ND in the 70's everything boomed up there, as long as there were no bright flashes we didn't duck and cover.

Basically my method and works 99.9% of the time. When it doesn't you either have too much or too little fuel and just need to figure out which. End of the day when in doubt flood it and do the two handed dance.

I can see landing on a taxiway to some extent. Flying directly at and landing over a jet in a Husky which moves at the pace of a snail is a bit of a head scratcher.

What is the AD requiring the fuel hoses to be replaced every 5yrs, not familiar with that.

ROP/LOP, real men just fly PEAK!

Not having long range tanks cost me @ $3000 last year. Your mission is your mission but we need to understand they buyers mission to give them effective advice.

Pressurized pistons really don't work which is why you really don't seem them today (the Malibu isn't exactly setting the world on fire and there is no piston twin being made that I can think of). Time to climb into FL's unless there is a hell of a tailwind the climb time eats all the TAS speed gained unless you are going a very far distance. Most GA flights aren't long distances and burning 24+ in the climb limits range. I can get 160-170kts TAS between FL190-210. I fly a lot of GA long haul (mostly KDPA<->47N). Rarely does the math ever work to go high and I am looking solid west to east. If it does it is usually 15-30mins of savings to be on O2 (which is additonal cost but a bottle cost is a lot less than maintaining a pressure vessel and its acccessories). You also have all the bootstrapping, mag, no heat, 1hr of 100% power wear, lousy CHT cooling issues to deal with.. Money, time, fuel, reality is it just doesn't work to fly pistons in the FL's consistently thus no reason to be pressurized. While one can say Mooney could have made a turbine single in the 60's it sort of falls into the same issue as the M22. The engines available at the time just didn't work. Look on FlightAware at turbo Barons, super charged Tbones, turbo Senneca's, turbo Mooney's, turbo Bonanza's, etc. and they are all 9-11k feet.

Believe the M22 was 5 not 6 seat.

Engine had a lot of issues, didn't really live up to performance expectations, expensive. The engine was probably the largest issue though and had that been right might have changed things. There is one flying around KFME that a co-worker knows the owner of. For various reasons I haven't made it out to see it yet. Believe there is one in SD as well.

There is a lot of variability in battery life depending on how it is treated. Airplane batteries tend not to recharge after being totally killed, rapid charging hurts them, etc. Somebody with more electrical engineering skills can probably explain why but they don't work like car batteries.

About 1kt faster in my F with seat all the way back. To the OP would see if the issue repeated itself a couple of times before I got to crazy. Could be fuel, you aren't actually level, etc.

If you are coordinated it would be the same. If not though it would be a wild ride. My control surfaces don't work very well at FL210 up. It definitely isn't the same flying 110KTS IAS at FL250 as it is at 1000FT. There is a video of one of Bill Kershners former students took a 150 to 17500 and spun it down. I seem to recall a 210 getting to something like FL370. Absolute altitude if your patient is pretty high for most airplanes.

No pressurized mags. It gets a bit cranky leaning that high up mostly due to bootstrapping. Mostly though you run 1-2GPH richer than normal to keep cylinders cool.

I am in the pull the cylinder crowd. You can see if the cam lobes are worn, pitted, etc. which if you have a corrosion issue that is where it is going to show.

The Executive model offers many fine accessories such as a cigar lighter and a retracting step. Truly the best of all the Mooney Models. Spend $700k on an Acclaim and the step doesn't even retract, forget about having one ashtray let alone two.

I have only taken my F to 25,000 feet it took about 56 mins. It was cold :-(

The one gap there is there is no redundancy to the electricity itself. So a fire or some sort of electrical catastrophe and you are SOL. Vacuum is a separate and non-related back up system. Having both provides the highest level of redundancy and it is cheaper to boot.