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Finally got over to the A&P/IA and picked up my C this morning. Flew from KBAZ to KUVA to get a feel for avionics, had a $300 hamburger and then back to 5C1, home base for now. Took the opportunity to take the long way around the MOAs between KUVA bad 5C1 so we could climb to 11,500 and try out the AP. I LOVE AP! It to about 20 minutes to climb to 11,500', quite a bit better than the Cherokee I've been flying. I'm in love... Sent from my Pixel 6a using Tapatalk

What type of hose and how much did you end up needing? What about wires?

Oh, then it's easy. Drilling the exhaust isn't nearly as scary, I've done that on several diesels to install EGT probes. Thank you! Sent from my Pixel 6a using Tapatalk

Has anyone installed their own EDM 900? I'm thinking about doing it on my C. My neighbor is an A&P who will help and sign the log book for me so, I won't be totally on my own. I'm pretty familiar with engines as well, having done complete overhauls on every from an air cooled side by side motor to a large diesel in a dump truck. How much work is the install? The only thing that I hesitate about is drilling into the cylinders for CHT, the rest of it looks pretty straightforward. Even drilling the cylinders is pretty straightforward but, it still makes me a little nervous... Sent from my Pixel 6a using Tapatalk

I just talked to the A&P/IA and everything looks good. No squawks and the only corrosion in the plane is a little rust on the brake lines. So, now we just need to exchange the money and it's all mine!

Sounds like a problem with the cables to me as well. Either corrosion on the connections or in the wires. I would start by taking them off and cleaning everything up with a wire brush. I recently had this exact same situation with an air compressor and cleaning the cables and connections was the solution. Sent from my Pixel 5 using Tapatalk

I haven't seen many anemometers mounted on 12,000' poles when I've been out flying so I'm going to say the winds aloft forecasts are educated guesses at best. The best way to actually measure it at altitude is probably to compare a plane's IAS to its GS. I don't know how else they could get real data. Sent from my Pixel 5 using Tapatalk

Regardless of who was technically in the right here, both pilots screwed up with disastrous results. The right of way is always given, it simply can't be taken. I was doing pattern work at an uncontrolled airport in a Cherokee recently when a King Air called out a 10 mile final. We were just turning downwind when he made the call and almost through our downwind leg at the 1,000' markers, he made a 5 mile call, he was moving. He made a 3 mile call for a touch and go when I would have normally turned base so, we told him we were going to extend our base and come in behind him and that afterwards we would transition from 17L to 17R so that he could do his pattern work and I wouldn't have to stress out about him being up my butt. There was an alarm in the background on all his radio calls so I'm guessing he was working on engine out or engine fire procedures or something of that nature, he did about 8 laps in the time it took me to do 4 on a runway that's 3,000' shorter and then departed the area. What helped significantly and avoided a similar tragedy here was that we talked to each other, didn't just make calls and assume the other guy would give way. We told him we were going to extend base so he could get in front of us and then asked him to extend a little to give us time to finish the touch and go and start our transition out of the left pattern for 17L to the right pattern for 17R. He acknowledged all of that, communicated his intentions as well and everyone was able to negotiate the pattern safely because of it. We've got to talk to each other when there are huge speed differences or something like this going on, not just make our calls and assume the other guy will give way because we technically have the right of way. In this case, it really doesn't matter what the investigation determines about who had the ultimate responsibility here, they're all the same amount of dead. Hopefully people learn from this and a similar tragedy is avoided in the future.

No, it'll be at 5C1 initially. I'm on the hangar list at 5C1, KERV and KHDO, final destination will depend on who has one open up first. I'm in Bandera, KBAZ is about a 1.5 hour drive for me, if traffic isn't too bad, the others are only 45 minutes. I'd like to build a runway and keep it at the house but, because we have a big hill on our land and a power line easement running through it, the longest I can come up with is 2500' - 2700' and I don't know if that would be long enough for all situations. I guess I could talk to the poco about burying a couple of poles of the transmission line to get another 700' if I had to. I've got to finish some things I've promised my wife before i jump into a project like that though.

So I'll admit that I cyberstalked the flight this morning on Flightaware. I watched it take off and climb to 7,000' in just 7 minutes at 110MPH, then looked at my Flightaware track from my Wednesday flight in a PA28-140 Cherokee where it took me 8 minutes to go from 5500 to 6500 at 80MPH. I can't wait to get into the Mooney, it's going to save SOOOO much time. It only took 1:23 for him to fly it from KABI to KBAZ, about 190nm, it would have been a shorter flight but, it looked like ATC diverted him off the direct a little during the last part of the flight, that probably cost 5 - 10 minutes.

My new C is on her way to the A&P to start the pre-purchase inspection this morning. I'm doing an annual as the PPI with special attention given to checking for corrosion but, this plane has lived it's life in relatively dry climates and is flying regularly so I really don't expect to find anything. If all goes as planned, this time next week the deal will be finished and she'll be all mine! I'll stop by the shop a few times next week and get some pics as things progress. You guy send good thoughts my way that it all goes as planned, please!

Thank you all for the in depth responses here, I've learned a lot. I'm looking forward to putting this knowledge into action. PPI is this weekend, we're going to just do an annual for that. Fingers crossed it all goes well! Sent from my Pixel 5 using Tapatalk

Sounds like I have been misinforming myself. So that brings up another question for me. How do you go LOP with a carbed motor, especially without an engine monitor? On the Cherokee I'm flying right now, we lean until the engine stumbles and then go rich until it runs smoothly plus a hair more. I'm guessing this is a little ROP but, without a monitor, I can't say for sure since we don't really know when we've peaked.

That's OK, I think we answered the question in the first few posts so now we can wander.

For what it's worth, I agreed to 58AMU for a 63C that has a G5, S-Tec 50 2 axis AP with altitude hold, an older IFR capable GPS and relatively recent leather seats. PPI is scheduled for this weekend and we're going to do it as an annual so the price might change but, I expect it to be as represented since it's being flown 5 - 10 hours per week.

I've been chatting with the guy I'm buying my C from and he mentioned that he sets his cruise by leaving the throttle at full and reducing the RPM to 2350 - 2400. He says this gives him about 140knots at 9GPH at 7500 - 8500 feet. I've normally read it the other way, that RPM is left close to full (2500 or so) and the manifold pressure is lowered to set cruise. Maybe that's just for turbo though. Now I'm curious to know what the norm is for the NA motors in the vintage Mooneys. Do you reduce RPM and leave throttle/manifold pressure at full or leave RPM at 2500+ and lower the throttle/manifold pressure?

Legally? Clear. Right now? Probably red. I've got 1200 gallons of red dye on the ranch right now. None on the truck though....yet. Sent from my Pixel 5 using Tapatalk

I learn something from every flight and every plane, that's for sure, of course at just under 20 hours now that's to be expected. The school has a Citabria tail wheel that I want to spend some time in after my PPL to get the tail wheel endorsement and really just because I think they teach some stick and rudder skills that you can't get otherwise. After a couple hundred hours, I'm going to find someone to do some aerobatic training with, not because I want to do aerobatics in a Mooney but because again, I think it teaches stick and rudder skills that do apply to just about any aircraft and it'll make me a better pilot overall, plus aerobatics are fun. Right now though, my focus is to finish the PPL and get an instrument rating by the end of the year. It's going to be a lot of work but, it's doable. I don't want to even attempt a long cross country flight before I'm instrument rated and definitely don't want to travel with my family without the instrument rating. It's been drilled into me by my dad that an instrument rating makes a safer pilot and it's very likely to save my life one day. He's seen a lot more than me in this respect so, I can't argue with his assertion at all.

LOL, it's all good. They're just protective of planes that aren't being made anymore, which also makes them protective of low hour pilots by default. I don't take it personally, I know they're coming from a place of concern and I actually appreciate the input, even if it isn't what I want to hear. Some good points were made that I had not previously considered. At the end of the day though, I trust the opinion of my CFI and my dad, who know me personally, more than people on the Internet that have never met me. Both were in favor of this so, I went with it. If either of them had been opposed, I would've held off until they felt otherwise or I'd have bought a trainer. I'm really looking forward to spending some time in her and not bouncing around between the different flight school planes because of availability or maintenance. It's tougher to learn when you're not consistently in the same plane. The sight picture, performance, engine settings for proper descent speed, view of the runway at flair all changes when I move into a different plane and it always takes me back a step for that lesson. Having my own will eliminate that issue. Sent from my Pixel 5 using Tapatalk

You know how Cortes burned his ships and then conquered the Aztecs? It's kind of like that. Make a decision to do something and then do it. Sent from my Pixel 5 using Tapatalk

Here are a few teaser pics from the ad.

What are you guys using for yoke mounts for your iPads? I've got a mini 5 that I'm using for Foreflight and I would like to have it on the yoke instead of a knee board, I'm just not sure which one would work best and best prevent overheating. I'll be flying an M20C.

They're coming. PPI is scheduled for 8/13, I'll get some then.

Thanks all, I learned something today so it's a good day. Sent from my Pixel 5 using Tapatalk

The last log entry was also in 2020, so it hasn't had an annual since then.