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Phillips XC 20W-50. That's what the previous owner was using and I didn't see any reason to change with the hours where they are. I'm using Camguard as well It runs great since I fixed the bad plug wire, very smooth and reliable. Sent from my Pixel 6a using Tapatalk

5-6, I've found that if I go over 6 it blows it out almost immediately. Sent from my Pixel 6a using Tapatalk

I've got a 63 C with the O360-A1D, it's got roughly 1900 SMOH and I'm using .28 of a quart, or 9 oz, per hour. My flying is about 25% pattern work and 75% traveling, average fuel burn is just over 9GPH. This is averaged over the 62 hours I've had the plane. What are you guys seeing? I think this is pretty reasonable and indicates a fairly healthy motor but, I've got no real frame of reference. Sent from my Pixel 6a using Tapatalk

Here's a slightly more user friendly list of the DPEs in Texas - https://www.checkridehq.com/search?q=Texas&type=dpe Paul Rheudasil flies for the airlines so he schedules his month only after he gets his schedule from them, call him and find out when that is and you can probably get in quickly. Matt Quillen only does check rides a couple of days a week so he's booked out for a couple of months but, you should be able to at least get a date while you see if you can get something sooner. Those are the only 2 I have any direct knowledge about. The easiest way to get in contact with any of them is usually to Google their name and DPE to find a phone number or direct website. I've never tried contacting any of them through the website I shared, I just use it as a way to find them.

We should chat, I'm helping a CFII get a flight school going out of KERV and have pretty good connections on the field. I'll send you a message with my contact info.

Have you guys seen this video? Definitely looks like he hit something, speculation is it was a drone. I hope that's not the case but if someone was flying a drone in the vicinity of an air show and caused this, I hope they haven't had a minute of sleep since. https://www.msn.com/en-us/news/world/dallas-midair-tragedy-new-videos-show-startling-change-in-flight-path-of-p-63/ar-AA14KpwD?ocid=msedgdhp&pc=U531&cvid=df7ce04a4c154805aa31906445e2c3de Sent from my Pixel 6a using Tapatalk

I fly a C so, it's not the same but in stalls I need a LOT of right rudder to stay coordinated, especially power on stalls. I typically just take them to the buffet, I'm still low hours and don't want to end up in a spin so err on the side of caution. I don't know if that's helpful at all, just thought I'd share. Sent from my Pixel 6a using Tapatalk

Gotcha, I was looking under "Options" I'll do them now.

I know it's tough as an admin to police this but...I posted that I was looking for a Narco last week and have gotten probably 7 messages about it, of which 6 are clearly scammers. It would be great if we could have a button to report those users from the private message so they can be removed.

I don't have a specific answer for you because I'm unfamiliar with Ca law. In general though, tax is collected based on the price on the FAA BOS, which should always list "$10 and OVC" for the price. OVC = Other Valuable Consideration. If they charge you sales tax on $10, pay it. Just in case someone finds this useful later, Texas allows us to complete an occasional transaction affidavit when doing a personal sale but any transaction involving a business entity requires sales tax be collected. Sent from my Pixel 6a using Tapatalk

My 63 is the same as yours.

Does anyone have an S-Tec 50 install manual they would be willing to share? Mine does some weird stuff on approaches and procedure turns and I'd like to dig into it to make sure that everything is wired and configured correctly. I found a manual for my GPSS and have one for the GPS, I just need one for the AP. Thanks in advance!

How susceptible is the M20C O360 to carb icing? I know all planes are at risk of it but, some seem to be more prone to it than others. Pipers seem to rarely have carb icing issues vs a lot of Cessnas that will ice much more easily. Do most of you fly with carb heat on anytime you're in IMC? Or do you leave it off until there's a reason to turn it on? I did some instrument training in actual yesterday, temp was about 40 and we were in clouds pretty much the entire time, in fact we didn't have a visual on the runway at the home airport until right at DA on an LPV approach (as an aside, it was pretty cool to pop out of the clouds on speed, glide and center line). We had the carb and pitot heat on throughout the flights. I don't mind running pitot heat unnecessarily, it's just using a little electricity that the alternator is going to make regardless. I would prefer not to run carb heat if it can be avoided though, I see a noticeable performance decrease and fuel burn increase with it on. Where I'm typically cruising on 8.5 - 9GPH at 21/2400, I get 9 - 10 GPH burn with same MP/RPM and carb heat on.

I've been watching Mooney listings for a while and they seem to come in waves. When I bought my C in August, there were like 6 Bravos with FIKI TKS listed, now there are hardly any Bravos at all. Be patient. I know of a Bravo with TKS and AC available near Kerrville. The useful load on it is about what you'd expect though... Sent from my Pixel 6a using Tapatalk

As a guy who bough a Mooney for his first plane, I both agree and disagree with this. The place that did my PPI (I actually had them do an anuual) was not an MSC and much more experienced with Cirrus, he missed some stuff that really should have been caught. Things like completely broken welds on a cowling support and missing exhaust bracket fasteners. Since then, I've based the plane at KERV, home of the Mooney factory, and I'm on a tiedown right in front of Dugosh. I can't say enough good things about those guys. They have allowed me to do my own work under supervision and pointed out the stuff that was missed during the PPI while we were fixing other things (so far, replacing the starter, installing an alternator after a generator failure, a new ignition switch, cleaning the plugs and replacing a damaged plug wire and an oil change). I've enjoyed the work and learned a lot about the plane in the process. In retrospect I would say what I really think is that if a Mooney is going to be your first plane, you should be patient enough to get your PPI done at a trusted MSC that has the knowledge and experience to know exactly what needs to be looked for. You want someone that KNOWS what is a deal killer, what is just going to be expensive but fixable and what can really be safely ignored as just a cosmetic blemish. I've learned that Mooney experience is a must for this.

Cool, let me know. If the buttons work, I can see about just swapping one of them into mine. There have been a lot of unexpected repairs in the last few months so I'm trying to get this fixed as inexpensively as I can. Sent from my Pixel 6a using Tapatalk

The flip flop button on the NAV side of my Narco is stuck. If anyone has one sitting around collecting dust, even non-functioning as long as the flip flop buttons work, I would be interested in it. Thanks!

I think this wire was probably a problem for some time. Flying after the repair was like a completely different plane. Much smoother, better climb and power, it just ran better. Sent from my Pixel 6a using Tapatalk

I sent them an email this morning, no response yet. When I called, I got voicemail. Replacing the single wire solved the problem for now. I'll probably replace the harnesses anyway if I can get them, these look original to the plane. They're OLD. Sent from my Pixel 6a using Tapatalk

It's a bad wire and Champion is forever backordered for them. We're trying to replace the wire but can't find the swaging kit. Are there alternatives to Champion that are FAA-PMA approved? All I can find is a set for experimentals on Aircraft Spruce. Sent from my Pixel 6a using Tapatalk

Those yellow wires look nice. I didn't see anything obviously abraded in mine like that, my troubleshooting never seems to go that easily...lol.

We did a pretty thorough rehab of the plugs yesterday, first a wire wheel on the threads, then a blasting station with coal slag to loosen up any carbon or lead, next to a vibrator that shook out anything that was blasted loose, then the gap was set, back into the blasting station to make sure everything was knocked out and finally a spark test under pressure in what they called the "bomb tester" which was part of the specialized blasting machine. They all had a strong, clean spark under pressure. They are all Champion massive wire plugs and all needed the gap closed up a little, it's been about 50 hours since the annual so that's about right for the service interval. Again, since the problem stayed on the right mag despite the plugs being swapped (left mag plugs reinstalled on right mag and vice versa), I'm pretty confident the plugs are good. The wires look old, who knows how long they've been in there but, the hardware all looked like it was in pretty good shape on the plug end. I have been leaning pretty aggressively on the ground since the first time we had some roughness on the mag check during runup. We're at 1600 feet so it leans out a lot during taxi. Honestly, I didn't see a lot of lead on the plugs when we pulled them out, not nearly as much as I was expecting to. Number 3 had some oil fouling and the most lead, the rest of them were pretty clean. I'm about to go buy some donuts for the mechanics and head that way, hopefully I'll have some definite answers this morning. I had not considered timing or the points on the mag as I didn't realize that was something that could be checked without sending them in for overhaul. It's been a long time since I've worked on something that I could set the timing on so I'm having to remember things that haven't been needed in decades. Working on this is a lot more pleasant than working on the old VW Bug was though.

I know of the Cowboy Steak House but, we haven't been yet. Other than the airport, I don't get into Kerville that often, when we do "go into town" it seems to always be Boerne or San Antonio.

I planned to put an engine monitor in when I bought the plane. Instead, I've had to replace a failed GPS, starter, generator and now whatever is going on with the ignition system. Hopefully I can get it fairly stable for a while to rebuild the AMU bank to get the engine monitor done. Until then, I've got to do it the hard way. Sent from my Pixel 6a using Tapatalk

Since the problem didn't move with the plugs, I'm pretty confident they're not the issue. Sent from my Pixel 6a using Tapatalk