Sabremech

I personally think it's worth the wait, but I'm a little biased! David

Hi Francis G, thanks much. I was going to do something as I couldn't stand the way the front of my airplane looked. Hi Carl, next step is the STC process. I still need to do some fitting of baffling and the air intake on an E or F model to help combine the models into one STC. Thanks, David

Hi Dave, The folks in Washington can make it up and issue it to all the inspectors. Sounds simple, but would take 20 years of discussion to come up with a 1000 page regulation.

Hi Dave, I think the FAA could improve on the field approval process if they would make themselves like a repair station in that the inspectors could approve a mod using an FAA cert number instead of being like individual AP/IA's each being held personally accountable for the return to service. Just a thought. David

Hi Dave, The FAA approved my mod by a field approval as I supplied them the data they needed to satisfy any concerns they had. The components I used were being used on a very similar performing aircraft (Vans RV's) with the same engine and propeller combinations that are on my Mooney. It wasn't extremely difficult to get it approved, but it wasn't easy either. Thanks, David

Shadrach and Hank summed it up well. The only way for me to guarantee that my kit can be installed following the rules is to get an STC. Thanks, David

I was able to get the approval through the FSDO (no DER yet) and no fly offs before signing it off. I did submit a 337 with my data for pre approval before starting my project as I didn't want my airplane potentially unable to fly while waiting on the STC process. Thanks, David

I was able to get the modification done on my airplane as a field approval (FAA form 337) so no experimental category or restrictions on the flights I'm doing. Thanks, David

Hi Jamesm, I'm tightening up the baffling right now and adjusting the carb heat. My CHT's are down about 30 degrees Fahrenheit right now. I'm hoping to get them down a little more. I will have to provide data to the FAA during the STC process that my carb heat works as well as or better than the original carb airbox. Thanks, David

Hi Mike, I'm following Bob K's advise. For the first test flight I had the cowl flaps open an inch plus when in the closed position. On my upcoming flight, I'm putting them back to the book spec to see what difference there is. I'll also be trying them in different positions when I do my performance flights. Thanks, David

Hi francisg, on my first test flight the cylinder temps are down about 30 degrees Fahrenheit. I'm sealing up my baffling and replacing one of my baffle seals to close an air gap. My new carb airbox almost works too well in that when the carb heat is pulled to full on, the engine stumbles briefly. I need to limit the travel of the carb heat to keep it from stumbling as the temp increase is more than sufficient in less than full on position. I'm also adjusting the cowl flaps in different positions to see what impact that has on cylinder temp. It will be about a week and a half before I take it back up on another test flight. I'll do a couple more general test flights to work cowl flap data then do the performance flights to see what gain in performance I achieved. Thanks, David

I've never seen an engine mount with an alignment pin. Those look to be Barry engine mounts as I don't remember seeing anything like that on the Lord mounts I installed a couple of years ago. Interesting. David

I was at 148 TAS on my 66 C before my cowling mod. I'm making some induction changes and tightening up my baffle seals then I'm back to testing some more. I'll be doing a performance flight to determine speed improvements in the near future. Maybe I'll break into the 150's. David

Although I just met Bob Kromer at the last Mooney Summit, I have been flying my C at WOT and 2500 continuously for the 5 years that I've had it. I've never had any issues with CHT's except for a little warm on climb and they settle down nicely at cruise. I installed an Insight Avionics G1 engine monitor 2 years ago and I'm more comfortable knowing what temps are versus the single old factory gauge. I don't pay much attention to how much fuel I burn per hour. I want to fly and get to my destination. David

Hi Alex, The C model is probably the best bang for the buck. We purchased our 66 C in 2010 and have taken it on cross country trips from Wisconsin to Texas and back. I consider mine a two seater with an excellent baggage load as most of my flying is just my wife and I. Good luck on your search. David

These are experimental- research and development aircraft. They have strict operating limitations and are not like the experimental aircraft people build and fly.

I believe that since it's a certified aircraft, it can't be converted to an experimental category. There's a chance that it may be able to be put into experimental exhibition category but the limitations are much more restrictive and you probably wouldn't like them.

1967 427, You wouldn't need to change your prop for this mod. At this point, I believe you would just need my spinner and backing plate. Thanks

This morning I put the first flight on my new cowling. I'm pleased with what I've seen so far. The CHT's are better, the carb heat definitely works better than the original carb air box heat. The next few flights I'll get myself current and take some more data then go after performance numbers to see if I gained some speed. David

The CF on my panel is a 3M CF Vinyl. I couldn't find the material that is on the left side of my panel and I didn't want to paint the new right side panel I had made a couple of years ago. I then found this carbon fiber vinyl and thought it looked really nice. One day I'll redo the left panel to match and have that nice CF look on my whole panel. I appreciate all the comments and feedback and look forward to sharing my data on the cowling soon, good or bad. Thank you, David

Hi Jamesm, Here's a picture of my engine monitor after an extended ground run and taxi. All temps are pretty close so far with my cowling and baffling. The real test will come with my test flights and how the temps are in climb and cruise. Thanks, David

Hi francisg, I'll have some performance data soon as it's ready to fly. The pricing is going to take a while yet as some parts have yet to be finalized. I'm going to be cautious about releasing a price until it's closer to being an STC. Thank you, David

I'm going to have several spinners made as each are a little different.

Hi N601RX, Thanks for the information. I don't think that I can get that kind of open statement approved on an STC now. It's probably not going to be an issue for me as I plan to have my own spinners manufactured and included with the kits. It could become an issue if for some reason the FAA won't approve my spinner or the cost can't be controlled. David

Here's the latest form their website: "one of the following Mooney M20J spinners of your choice: (1) standard M20J factory 2-blade unpolished spinner (no longer available), (2) Hartzell A-2295-5 2-blade unpolished spinner, (3) Hartzell A-2295-5(P) 2-blade polished spinner, (4) Hartzell A-2295-4(P) 3-blade polished spinner, or (5) McCauley D-6504(P) 3-blade polished spinner"