Flybeech21

Of the two instances I know that this process has happened, both were CAR-3 airplanes.

This was the FAA's first attempt to offer relief to certificated aircraft operators prior to LSA. That is why the training program is there. I am an A&P/IA and this avenue is perfect for mechanic/Owners.

I don't have any as of yet. I will post everything as things develop with the ACO and the FSDO.

This has been an awesome thread. I am doing a similar upgrade to my M20E. N7142U. They must have been sitting next to each other on the assembly line. Although I am installing non-certified avionics as I am transitioning to Primary Category. I am doing my mods and climbing the FAA paperwork mountain at the same time.

From what I read, the A&P certificate is required if you plan on using the airplane for instruction/rental. At least for the required inspections.

I mentioned this on the phone call to the local FSDO AMI that I am going to be working with on this. He said it does not matter. So, I see why people don't do it now. The STC process is very intimidating.

So I just verified with the local FSDO that I can indeed cross over to the primary category with the Mooney M20E through the STC process. I intend to do it and I'll keep you guys informed of how the process goes.

Never mind... I just purchased a copy on eFlightmanuals.

Does anyone have a PDF copy of the parts catalog applicable to a 1964 M20E C/N 381? I found one online but it's applicability to E models starts in 1965.

https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_21-37.pdf This is a rather old advisory circular on the issue...

Good Point...

I think it all depends on the specific wording in your STC. I will see if I can get him to comment on this thread.

I know a guy here in Atlanta that did it in his Cessna 150. He has an all glass panel (all experimental avionics), all all kinds of other upgrades. He is putting it on floats with a 180 HP engine and it is all accomplished with a simple logbook entry. The caveat is that if you transition it back to standard or normal category, you either have to have all of your mods field approved or remove them and go back to certified equipment. He also has a M20C that he is getting ready to transition.

https://www.faa.gov/aircraft/air_cert/airworthiness_certification/sp_awcert/primary/ From what I understand, experimental maintenance rules apply.

How many of you guys have transitioned to the primary category? This sounds like a no brainer to me...

OK. Problem solved. I went to the Hartzell maintenance manual 115N. Ran the applicable trouble shooting procedure and discovered that there was no grease in the prop. I greased it IAW the instructions and flew it and it worked perfectly. Now to give the previous owner's mechanic a call...

Thanks a ton Takair. I am heading down to the hanger now. I'll let you know how it works out. I spend a lot of time in the hanger these days. I am having to do a top overhaul on my Pitts since I burned the jugs up at Reno last year. ughhh..

I am going to fly it tomorrow and note these areas. I will pay attention to oil pressure relative to g loading. Also, I am going to look at oil pressure relative to sustained pitch attitude. Any thing else? BTW, thanks so much for giving me advice here. I have to figure this out. Kevin

This is a possibility. It is an external oil line subject to an AD. There was some quibbling between the engine installer and engine shop over who was responsible for that AD. Ill check it tomorrow and let you know what I see.

I thought of the crud too. But this thing is brand new. The engine shop is very reputable and doesn't cut corners. I would really like to find an option other than: pull the engine and re-overhaul it.

The oil level is normal. Maybe the pickup is faulty in the sump?

Im in for a set too.

Yeah Im pretty sure I'm buying the electric step mod..

I am having prop RPM control issues. The power setting for today's short, low-altitude flight was 25"/2500 RPM. On today's flight, during descent, the prop RPM started increasing. In response, I pulled the prop control to reduce the RPM with no success. I pulled the prop control to min gov and it had no impact. If I increased the throttle anywhere above 17" MP, the RPM would increase to over 2700 RPM. Luckily, this was on descent to the airport. After landing, I did a run up check and prop cycle - no prop RPM change. I shut down and restarted and then repeated the run up check and it operated perfectly. So, I decided to take the plane up for a test flight. Everything worked perfectly until: I pitched the airplane down and noticed a slight RPM increase. I pitched the airplane up to maybe 2.5 Gs and the RPM stabilized back to normal. Then, I pitched the nose forward to around a 0 - 0.5 G load and the RPM instantly surged to above 2700 RPM. When I pitched back to positive Gs the RPMs stabilized and functioned normally. WTH? Oil pressure during the event was at the bottom of the green arc. When on the ground at idle the oil pressure was at the middle of the green arc. More History. The previous owner had RPM problems. He traded props with a fellow 20E owner and replaced the prop governor with a new one. He says the problem never repeated after that. This was approximately 5 hours prior to me purchasing the airplane. The engine was recently O/H by a reputable engine shop. It is at <70 TSMOH. Well, its back. And, I am really scratching my head here on what the problem could be. Maybe the new governor is bad? Maybe there is a problem with the plug in the crank? I am really flummoxed. BTW, this is the Hartzell HC-C2YK-1BF propeller subject to the 100-HR AD. Any suggestions?

I am S/N 381.