FloridaMan

Instead of a scotch bright, use a Harbor Freight soda blaster, mask off the area and blast all the black stuff out of the pitting. Putting the tip of the blaster inside the cone of a hose spray according to another member here works well for keeping the blast under control. Then do what everyone else said as follow-up.

Make sure that when you send the governor off that you include the bracket with it and let the prop shop reassemble it with the bracket so you don't have to worry about your A&P breaking any seals.

Sheltair is my favorite of the large FBO chains. Also, and I don't know if they still do this, but it used to be that if you stopped at one Sheltair location and paid the fees that your fees at all subsequent Sheltair locations for that day would be waived.

This may be a stupid question, but you do have one of those regulators with the needle valve and floating ball inline with your cannula, right? I typically would use around 500psi over 3 hours prior to getting an O2D2 which gets about 5-10x as much duration.

There are guys with corporate jets that pay more for upholstery repairs from their dogs than I paid for my airplane.

Another thing that we should watch for and doesn't seem to always show up in the Airmets for IFR/Mountain Obscuration is the temp/dewpoint spread. We know that if you subtract dewpoint from the temperature and figure the standard temperature lapse rate of 2 degrees C per 1,000 ft, you can estimate cloud bases and where ground turbulence in clear air stops based on this (as when you have flat cloud bases you tend to get out of turbulence above those bases in VMC). So if you have a temp of 25 and a dewpoint of 15, your cloud bases will be around 5,000ft ((25-15) == 10; 10 / 2 == 5; 5 * 1,000 == 5,000). If you have a temp of 25 and a dewpoint of 23, and this exists over a wide region and temperatures may start to drop, watch out as you can have the entire clear and unlimited visibility region change to 0/0 and fog, well below minimums, in very little time.

I was really hoping Trump would have put someone in charge of the DOT/FAA who would go about enforcing these egregious violations of the CAA of 1938: https://www.faa.gov/airports/resources/publications/orders/compliance_5190_6/media/5190_6b_chap8.pdf I've been in and out of PBI for years and heard the stories about how Trump fought with the FBOs over fees and being overcharged for fuel and services.

That is how I found my M20F. The owner had not yet listed it. My rocket was listed as a 231 and I noticed the bump on the cowl in the ad.

I still haven't figured out what I plan to do with my F. If/when I sell it, your budget would be able to afford it and modernize the panel. It's got some desirable things as of right now such as a fresh engine, the LoPresti cowling, Powerflow exhaust and the paint is perfect except for where it's been touched up, but is not showing age. The negative is that it's a higher time airframe at just under 6000 hours. My IA thinks it's worth 90k; Jimmy at All American said 70k. I'm leaning towards turning it into a partnership and taking on 3-4 partners so I can have something to put holes in the sky with and a reliable backup for when the Rocket is down for maintenance. I'm having a tough time parting with it as I see the Rocket as an intermediate plane before a light jet and at that point having a small plane like an F model would be good for local operations.

Yes. I'm aware they're in series. The IA who did the install thought the sender was stuck "up" which is why he removed it to inspect it. With it removed from the tank and in series, it seemed to work correctly. I don't know if resistance goes up or down with the fuel level. If it goes down when the fuel level is up then it would make sense to search for a short to ground.

Also, it would help if you told us where you are so we could provide local recommendations as well. For higher end Mooneys, I'd check out what Premier has listed: https://www.controller.com/listings/aircraft/for-sale/list/?PCID=1229834&dlr=1

Recently upgraded to an EDM-900 and having some issues with the left fuel sender. When the unit out of the tank, the range reads fine and as expected. With it installed, the range is very limited and reads as INOP on the ground, but comes alive up in the flight levels. Prior to the EDM-900, the cluster gauges were rock solid and dead nuts accurate from full to empty (though not repainted for the long range tanks). It would be nice if they worked for added situational awareness, but I have the least trust in electronic fuel gauges. My checking fuel consists of looking in the tanks before every flight and watching the fuel totalizer and the wing gauges in flight to make sure they agree with each other.

I'd buy the EDM-900 from @Jeev and call it a day. I ordered mine from Spruce because I wanted to keep my dealer status with them which required a $5,000 minimum order per year. Make sure to check whether or not your 231 has pressurized mags. Come to think of it, I have a box full of the primary gauges that came out of my 1981 M20K (Rocket). I think the only split gauge was CDT/TIT in mine, but I have the digital FF gauge and sender. If there's anything I can do to help, let me know.

I've always been a cash-only person when it comes to buying things, but I wanted a loan as a stop-gap so I wouldn't have to sell anything and pay capital gains. I managed to get a $100k loan at 4.15% over 20 years. Things started out around 5.5% and through some back and forth negotiating and utilizing what my ethnicity is reputed for, managed to get them down to 4.15%.

Also, where are you located?

1967 M20F with hydraulic flaps, manual gear and some speed mods is the best Mooney in my opinion; I own both that and the Rocket. All airplanes have a tradeoff in operational costs, what you can carry, safety, acrobatic ability, range, speed, et cetera. The Rocket is for point-to-point traveling and has better dispatch reliability with a tradeoff between useful load and range, much higher operating cost, and it is not as enjoyable to fly. I consider the M20F to cost about as much to operate as my Jeep Wrangler and is a wonderful plane to just take out and do some sightseeing out of, but still has the ability to cover distance at 2/3 the fuel cost, 50% greater speed and twice the range of a 172. The hydraulic flaps and manual gear are low maintenance items with no motors or switches to fail (aside from the gear up/down indicator lamp microswitch), the initial buy-in cost is low, the IO360-A1A is a less expensive engine to overhaul and does not have the deadly dual-magneto setup, and those early M20Fs often have 1000lbs of useful load. My understanding is that some time in the 1970s Mooney changed the rivets in the wings the resulted in a period of higher drag (slower) wings for a few years with the M20F. The control feel of the F is light and nimble. You can land it on grass and I can land it and be stopped in 500ft of the runway threshold. The Rocket's controls are heavy and it feels truck-like, but gives a much better ride in turbulence. You use more runway and I burn 20% more fuel on long trips and make them in roughly 2/3rds the time as the M20F.

Also, @SpamPilot, another new Rocket owner, brought to my attention in conversation that he believed the table in the top right for rate of climb that lacks the lines between the settings were for 100% power, and not aligned with the data to the left of those settings. There are a number of new Rocket owners on the forum right now, myself, @SpamPilot, and @Cody Stallings. The active experienced Rocket guys on here are, and I apologize if I missed anyone here, are @Yooper Rocketman and @aviatoreb. One thing I found interesting in the chart is that it says "max continuous power of 80%", but the book for the Continental TSIO520-NB (and only the N/NB variants) shows no limit for 100% power (at 310HP, no less). Please, by all means, keep us apprised of what you find and how you flush things out with your new Rocket for efficient operations. As for fueling, it takes work to fully top off the inboard tanks. I fill to the flapper, then do the outboard tank to the rim, and then slowly nurse fuel into the inboard tank by holding the flapper open with the nozzle. The outboard tank will (very) slowly run inwards. When the inboard tank remains full, I then go and top off the outboard tank. In prolonged aggressive climbs, I notice my fuel flow start to fall off when I start getting into the flight levels. I don't know if this is normal, but the low boost pump and a quick mixture adjustment seems to take care of it. It might be something worth watching. As a word of caution, @Yooper Rocketman and @aviatoreb have both experienced turbocharger related failures at altitude. The first link has to do with a new engine and a hose failure and the others were high time turbochargers, as far as I understand. I don't have my engine manuals on me right now, but I believe there was some advice in the Continental manual about avoiding restarts above FL200 due to risk of damage to the pressurized mags, but Rockets don't have pressurized mags (none of us could believe it either); I believe that in the event of a turbocharger failure that you may end up with an excessively rich condition. I keep leaning until the engine starts running as something in my checklist for emergency procedures in the event of loss of manifold pressure. We lost a member here in a Rocket a couple years back. My understand was that he was a low time pilot and managed to overshoot the end of the runway; I wouldn't expect this to be something that someone with your experience would run into, but thought I'd include it with these:

Cooler temps can be correlated with winds and temperatures aloft to give you a picture of the where the tops are with visible moisture. Cross-reference the temps with the temps aloft for the cloud tops. I assume the temps are Celsius so anything yellow to orange carries a high risk of icing; I assume those are all low level clouds with the highest risk. Those clouds with the cooler temperatures are likely just thicker, but still likely carry the same risks of icing down low.

Prop AD in 3...2...

What power settings were you using at 206ktas?

Did you notice that you don't have pressurized mags too?

Disclaimer: I am not a lawyer and this is not legal advice. I believe that all states have limitations for the fees that impound yards can charge. Florida law requires impound companies to release vehicles if the driver wants to claim it while it's being picked up and limits the fees to no more than 50% of the tow price (Statute 715.07). It's unfortunate that some FBOs behave unscrupulously because that's how we get more regulation. I've heard it said that we have a legal system in this country, not a justice system. I love this clip of Jordan Peterson from back when he was teaching college courses. He explains the way people who engage in such egregious behavior think.