C.J.

This was just a ground run-up. Climb CHTs AFTER applying rtv to gaps in doghouse reduced temps by 25*F. After carb was reamed 8%, climb reduced an additional 10*-15*F. End result climb CHTs 385-390*F versus about what you reported. Your doghouse appears to have no rtv applied to the gaps. Note the black rtv on my doghouse. I spoke to a Marvel Schebler tech re: 4164 fuel flow specs and was told there can be significant differences in T/O fuel flows between any two carburetors chosen right off the shelf. STD Atmosphere SL fuel flow should be 18 GPH.

@Phil123 I had similar numbers to yours, however my C has std mags, Power Flow & Lasar inlet mod. I’d recommend WOT in climb even if you choose to reduce rpm temporarily for noise abatement. I’m cleaned up and pushing to 120 mph by 500’ - 600’ AGL as well. It seems all Cs run hot. Do the flashlight test & ensure any doghouse gaps are sealed with rtv. That step brought my cht’s down quite a bit in climb & cruise. I had my 10-4164-1 reamed by 08% & got better climb cht’s. An O360 can’t be timed to 20* degrees, only the IO-360 is authorized, but your A&P could be within 1* degree, iow 24* and still be legal. Here’s a recent run-up at 65*F & 1500’ DA.

Rudy’s Aircraft Instruments. They overhauled my ASI. Very nice people, quick turnaround and reasonable $$.

@Slick Nick oooops!! Thanks Nick. That never crossed my mind.

@SilentT My Grimes coffeegrinder beacon was definitely working when I replaced it with a WAT (pka Whelen) red/white flasher. There’s a scuff mark on it, but it is not cracked $50 bucks plus shipping PayPal only.

Well yes, it definitely depends. For the record I did state "IIRC" & "plane I've flown". The only retractable singles I've flown any meaningful time in were 1974 -'77 M20C's & my '65C. So far nobody has extended the invitation to fly their T-6G or any other warbirds, but I'd happily accept if offered Everything else I flew had 2 engines and approach flaps before gear extension was the way we operated regardless of which had the higher limitation speed. I didn't keep their AFM/POH when I stopped flying them, so ... C310R, C402B, PA31-350, SA226-TC, F28 Mk 4000, B737-2/3/400, B757/767, MD-80, A319/20/21 I'm 100% single pilot now and gear down before flaps works well for me and for this plane, but that procedure might change if bought something different.

^^^^^ I agree ^^^^ but having said that, IIRC, my 1965 C is the only plane I've flown where Vlo/le was higher than Vfe. For everything I flew in my previous life, flaps to approach setting prior to gear extension was the procedure IMC or VMC.

Congrarulations. When you can, post some photos.

Sounds good, I'll go with 737. Thanks Skip.

Need to reseal my doghouse with RTV however I don't remember what I used the last time. So, which is the correct one, 732 or 737? Thanks in advance.

That's a lot of hostility for one post. Who pi$$ed in your coffee today?

My Mooney's serial number is two #s earlier than yours and had its original VOR/LOC/GS antenna & coax. Its range was way better than yours, but not as good as it should've been. A new RAMI AV-525 & coax fixed the problem. My technician was unable to pull the original coax out of the vertical stabilizer, so just put new connectors at each end and then routed new coax forward.

Runway Entrance & Stop Bar Lights currently exist & are all great, but they are no substitute for staying heads-up while taxiing and complying with a hold short clearance, confirming you're cleared across or just stopping if in doubt or utilizing the no-cost low-tech method of looking out the window left & right when crossing an active runway.