M20F

For me it is the knee bend and the weight on my butt. I use a cushion and slide the seat all the way back so I can spread my legs between the gear well. It helps but I hate long trips in the Mooney. I will say the back seat is pretty comfy and when I have a co pilot along that is usually where I end up.

Do you have a retractable step and a cigar lighter?

I have had 2 forced landings (lost cylinders) over the years including 1 that involved an ILS. You aren't much more than a passenger when the engine quits or stumbles and a great deal of your success depends on where you are when it quits more than anything else. I fly a SR22 about 50hrs a year and if it quit, odds are I am pulling the chute. People die with chutes because they think they have better options than they really do and by the time they figure out they should have pulled the chute it is too late. I would rather defend myself after chute pull about how I am a lousy but living pilot, versus being dead and not able to answer the Monday morning quarterbacks.

I find the size and cube of my F to be fine. I moved almost my entire household from Chicago to NJ in it. The seats though I find really uncomfortable after 3+hrs. Bonzana's and the like with the higher seating that allow your knees to bend I finda lot more comfortable. In general I find most airplanes more comfortable than a Mooney but in terms of capital, cube, load, and operating cost the Mooney definitely wins out. I just don't enjoy the 5hr legs so much.

Punitive - inflicting or intended as punishment. I certainly think punitive action is warranted given his actions.

Drilling holes in the inspection panels makes things easier and makes it fog better. I had Maxwell do mine on my pre-buy and it was $200. I fog it every year with the little corrosion x bottle they sell. If it doesn't seep all over the place for a couple months after fogging you didn't give it enough. It does make a mess.

I have a Reif Heater and EI Bayonet plugs so shouldn't be anything on it blocking you.

Lower the nose you need barely a dot on the attitude indicator to get 500-1000 FPM at 120. It climbs worse the more you put the nose up.

Personally I would take bladders out and go with Monroy long range ranks. Better on the weight, you can never have enough gas, etc. My opinion.

I have an EI MVP-50 and I like it, but I flew 30yrs without one. If I had to get one thing it would be GPS/WAAS. Engine monitors are highly over rated Internet driven phenomenas, nice to have but certainly nowhere is useful as GPS/WAAS. Garmin 430W will meet your budget, toss in an iPad+Stratus 2 and victory is yours.

Somebody on here has the LoPresti Cowl if memory serves and it really didn't do much if I recall correctly.

http://www.airnav.com/fuel/local.html

M20 Turbo or RayJay added to a M20J is going to blow the doors off of just about anything short of an Acclaim or an Ovation down low. Cost wise you could make it work financially the right J.

They charge it because people pay it. With the tools available today it is easy to find a lot of alternatives. I just plan my route and if I have to carve out 30 mins to grab cheap gas I do.

If I knew or spoke to the AI who did the field overhaul and it had 100-200hrs on it than I probably would prefer that to a shop. I field overhauled mine because I wanted to be involved in the process and knew the person doing it.

Would and did, all a matter of the details as in all things.

Lot of OWT on this thread, 30yrs outside and no problems. Obviously a hanger has a lot of perks and if you can swing it, why not. Parking a plane outside aside from hail doesn't do much to it other than paint/Windows and financially if you do it offsets.

Financially when you look at a $300+ swing between a hanger and a tie down, the hanger makes no sense. Any damage that comes from being outside (and after 30yrs of doing it I have noticed nothing more than windows/paint going a bit faster) you can easily cover with that money and still have money left over. If you live where hail is prevelant than that is definitely a consideration though. I also have never known a plane parked outside having mice issues. I know several parked in hangers who have had that problem which has caused some expensive issues.

I would retest the compression on the cylinders and if truly bad replace. I would examine internals with a borescope while the cylinders were removed and if the cam/crank looked good I would keep flying it. I don't know about Continentals but for a Lycoming the cylinders need to be worked as part of an overhaul. I did all the work of an overhaul on mine but put on a 4hr old cylinder and thus my engine is repair/return. If your intent is resale in the near future that could impact selling price, but there is no practical difference in reality.

Correct answer and if you look to north of the localizer it shows the tower you are avoiding fairly clearly. Thus also the reason why you have to cross GATEQ at or above 1460.

Loose alternator wire caused a consistent pattern on mine. Fixed the wire and the stormscope went back to working.

I would fly it a bit first and see how it works. You could be trying to find a solution to a problem you might not have.

Does it actually fly any different?

Falcon insurance. MAPA reccomended and zero issues in terms of communication, price, etc. A lot of happy M'Spacers with them so not sure why more aren't given all these posts lately about insurance issues.

I am just going to drop out now because this has become obtuse. If the oil temp is 32 degrees, 33 degrees, 44 degrees what happens when you put in full power? As I and others noted they are rough thumbs to achieve an aim which is stable oil pressure; smooth engine operation; and as Clarence points out keeps the skirts from scuffing. I got a little cold last time I was at FL250, next trip I am going to build a campfire in my backseat for warmth. Nothing in my POH indicates camp fires are a bad idea.....