Greg Ellis

@christaylor302 ^^^^^^^^^ see above

I have a 63 C model. It came without any PC system, wing leveler, or anything. I have owned this airplane for 17 or 18 years now. For about 14 years I hand flew (no autopilot) IFR sometimes to minimums. The airplane is very stable without an autopilot if well rigged and trimmed well. I now have a Garmin GFC 500 and love it but the plane did very well without any autopilot.

Looks fantastic!!!! And as an Aggie, I love the color choice.

You may have said but why were you getting a "new" engine? You are well within the maximum allowable oil usage on a Lycoming (they have a formula to calculate this; 0.006 X BHP X 4 / 7.4 = qt/hr). You also say your compressions and borescope are good. Are you replacing just because of it being at 2000 hours? This sounds like it is still a healthy engine and there are no requirements as we know to overhaul due to meeting 2000 hours.

You are a test pilot for every crosswind landing in your airplane....

I could not find it in the POH for my 63 C model but it is in the AFM on page 4 that is specific to my airplane. "Landings when 90 degree crosswind component is more than 17 mph not recommended."

Nice pic of your plane but I want to see more pics of the Vette!!!!

1963 C model 1,000,000 liability $82K hull $1473/yr 2100TT, 1790 in this Mooney, Comm, SEL, MEL, IR

Yes it is. Contact Us - Houston Tank Specialists, LLC -

Same with my 63 C model. I believe I counted 75 screws to remove the two cheeks. Then the nuts and bolts up front to actually take the top cowl off are a real pain to get anything onto them.

The talk about O-rings brings up another issue at least for my C model. My fuel caps are the thermos style caps. They use either the Buna (I think that is what it is called) or nitrile rubber which is already difficult to find. I have never seen them in Viton. Could be a major issue if the G100UL doesn’t play well with the nitrile rubber.

Mine are not evenly spaced. They are much like the first photo with a large jump between 6 and 8 quarts. However, I did get an answer from them. I have a narrow deck O-360-A1D. The part numbers you listed were for a wide deck. My dipstick is correct for the narrow deck O-360-A1D. I have pasted their response here. Hi Greg, The dipstick part numbers you mentioned below comes from the wide deck O-360 parts catalog (pc-306-1). The serial number you have indicates you have a narrow deck engine where you want to use parts catalog PC-106. PC-106 also has four different options for the gage assembly. LW-16783-18 superseded LW-14758 which is called out in the narrow deck IPC for the O-320-D1A. LW-16783-18 is for an 8QT system that is 19.44” long. Additionally, there is also service bulletin 612 regarding LW-16783-18 for the IO-360-M series engines. This Bulletin talks about replacing the LW-16783-18 with LW-14760 for the IO-360-M.

Well, with all this talk I decided to go look at the dipstick in my O-360-A1D engine. The part number stamped on mine is LW16783-18. This is nowhere close to the 3 listed in the parts manual. A quick google search said this one is for the IO-360-M engine. So I put an email into Lycoming to see what is what.

I believe that the LTSIO is a Continental Turbocharged fuel injected engine that is left turning when viewed from the back (The L in the front). They are usually used in some twin engine airplanes to eliminate the critical engine. It is a O360 but not sure what the 0KB means. This is a shot in the dark for you but I am pretty sure the L part is correct. I seem to remember that years ago from my twin training.