N201MKTurbo

The only catch is if the missing drawings specify an inflator method. You would need to use what is on the STC. BTW, what happened to page 2? It should be in your records.

I would contact the FSDO about the field approval route. Just send them an email about what you want to do. Try to give them something that could be considered approved data, or a path to get it approved. This will probably include drawings, structural analysis and aerodynamic analysis. You may want to have a conversation with a DER to find out what he would need. A friend of mine got a field approval for a structural mod to a Mooney. He had all the engineering complete before contacting the DER, so all the DER had to do was check his work. This was less than 1 AMU. If you paid the DER to do all the engineering, you would be paying him a lot more.

You just have to replace the flapper valve to get a full flush.

The question wasn’t what is smart or prudent. Everybody needs to figure that out for themselves. Back when strong crosswind landings were a daily occurrence, if I couldn’t track the runway with the rudder pinned to the floor, it was time to find a better runway. The OP asked a question. I answered it as best I could. Also, I never carried extra speed. I wanted that airplane to be done flying when the wheels touched down. As has been mentioned, if it takes extra speed to control the plane, you will lose control of it as you slow down. If you cannot track the runway, it is time to go around.

If it has the 40/1 gears and has been serviced regularly, it should be fine. Make sure your mechanic lets you see the gears.

The mod was designed to accommodate from 4 Lbs to 110 lbs. it went in 5 Lb increments. You could get finer increments by making the lead plates thinner. The structural analysis was done at the 110 Lbs. Rockets were very nose heavy.

I flew it like that, it was very easy to fly. I think he ended up with 35 Lbs. The plane had 3 prop strikes on landing before the mod. FWIW, I I flew the plane before the mod and it wasn’t the planes fault. My friend convinced the owner to buy a 172.

FWIW, a friend of mine got a field approval for adding as much as 110 pounds of Charlie weights to the tail of a Rocket. The FAA man said he would approve the mod for any Mooney. He made real drawings and had them approved by a DER.

I haven’t flown in strong winds on a daily basis since I left Denver in ‘89. I seem to recall it is around 35 KTS where you run out of rudder.

OK, what does the STC say about inflators?

If I was inspecting your plane and it had a manual bulb, there would be no problem. If you replaced it with your box the day after I signed it off, that would not be any of my business.

AD 98-21-21 only mentions two methods of compliance, reverting to the manual bulb or installing the new style pump. Which is $1500. Anything else would be contrary to the STC and AD.

That’s better than the hot wire rubbing on it. You could run it under the tube and massage it so it bends down from where it is bolted down. You could tie some lacing cord around the tail former where the stringer goes through and around the cable to hold it down.

Lycoming bearings are made by King Bearing. Their US headquarters are in New Jersey. The bearings are manufactured in Israel and Serbia. They make bearings for both Lycoming and Superior. https://www.kingbearings.com/products/aviation/

My 77J has phenolic bearings.