Sabremech

I've thought about the RV spinner and haven't ruled it out. One concern that I'd have using one is that I'd most likely be required to carry out 100 hours of test flying just for spinner certification. I'm not sure the cost and time to certify a fiberglass spinner is really worth it. It's just easier and I think in the long run cheaper to use an already certified spinner in my kit. Thanks, David

I have an Insight G1 monitor to record data, 4 CHT and EGT with carb temp.

Carb airbox is aluminum and the hose will be 3 inch scat hose. David

Hi James, I'm going to use Hartzell and McCauley spinners as part of my STC. I will have to provide documentation to the FAA covering the spinners and highly unlikely that I can use any spinner outside the TC for the prop. As soon as I get my C model finished and flying, I'll start on the lower cowling for the E&F models. It's still a year away from getting the STC finished due to FAA and DER workload. I intend on submitting the paperwork for the C&G's to get that going while working out the other models unless my DER advises me to do them together. It's easier to mod the airplane than do the paperwork. David

Yes, this is for a C&G. The air intake will be in the left cylinder air inlet with a duct down to a new carb airbox. With the STC kit, there will be two new cowling pieces, all new baffling, landing light cover and a new carb airbox. The spinner will be provided if needed or it can be purchased separately by the customer on their own. While the cowling parts are being made, I'm back on to the baffling with the new air filter mounting and ductwork as well as making the new carb airbox. Hopefully everything comes together for installation the last two weeks of May with test flying starting in June. Thanks, David

Thanks guys, the first two sets of parts are going to be fiberglass. The shop knows about the weight issue. Mike Ellilott gave me the name of a shop that does carbon fiber somewhat near me, so the production parts may go that way if the cost isn't crazy. Stay tuned. David

I finished my work on the cowlings and delivered them to the mold shop today. They're going to clean them up and I'll go back up in a couple of weeks to give the final ok before making the mold. It's going to be close, but I'm going to try to have cowling parts to bring with me to the MAPA Homecoming. Everyone is working to meet that deadline. Here's a couple of pictures of the cowlings as I dropped them off today. Thanks, David

Hi James, It could be as they're inexpensive to make. I'll consider putting it in. Thank you, David

Putting some detail work into the cowlings. Closing the gap between the pieces and shaved off the button head rivets for a smooth panel for the lower cowling. I think most of the lower cowling skin is going to be replaced. It will rivet to the original stiffeners and reinforcements with countersunk rivets for a nice smooth cowling. I still need to add to the spinner circumference as someone suggested in case of engine sag over time that there's no gap to grab more air or look unsightly. Thanks, David

For anyone going to the MAPA Homecoming, I'm going to try to bring with me some cowling parts to show anyone who may be interested. I'll be getting into Kerville on the 14th. Look forward to meeting all who attend. David

I've finalized the top cowling and what part is getting changed. Here's a couple of photos showing how much is going to be changed and the factory seam where the new piece will be riveted in. David

"How do you make a million $'s in aviation? Start with two million!"

I typically fly my C at 2500/25 or whatever manifold pressure I can get at my cruise altitude, but almost never less than 2500 rpm. I want to get where I'm going and the little I save on gas isn't the reason I purchased a Mooney. Just my thoughts. David

Hi Don, I anticipate it to take at least a year to get it to an STC and have kits available. I'm hopeful that I get some good speed increase, reduced cylinder temps and good looks out of this mod. Thanks, David

Hi Matt, The top cowling will have the forward say 6 inches removed and replaced and on the lower cowl, almost all of the skin changed or riveted over the top of the original. That's yet to be determined. I stepped back from using a plenum for a couple of reasons, first it didn't fit well and I was going to have to modify it for a nice fit and secondly, I wanted to get rid of the square air filter inlet. I'm currently planning on using an aluminum machined ring to be the smooth transition into the cylinders as James Aircraft is using. I'm going to machine them a little different for appearance to my cowling mod. The benefit to this is that I could go back to a plenum setup if cooling suffers. I'm currently designing a new carb airbox to fit under the cowling and connect to the air filter that is planned to be mounted in the left air inlet. That's why I'm smoothing off the bottom of the cowling. I'm not sure I could make my cowling mod work well with the old spinner as it sits further back on the prop and is a smaller diameter. Is that correct? The first parts are going to be fiberglass and I'll see how it all goes together on mine. I suspect there will be changes to the planned STC after I see how all this goes on mine. Thanks, David

Thanks Jamesm. Very interesting and gives me some things to maybe try as I fly mine and work out any issues before it goes to an STC. I'm almost done with the major bondo work and should be putting the final finish with primer this week. My goal is to get it to the mold shop by next Saturday. Here's a couple of current pictures of the shape coming together. Thanks, David

Hi Pat, I think you can get this prop approved for your airplane since it is listed in the TCDS. If you're not familiar with anyone at your FSDO, look online at the FAA DER directory and locate a Powerplant DER in your area. Talk with that person explaining what you have going on and what you would like to do. Don't automatically give up if you get some resistance as the TCDS is going to be quite helpful in your case. Good luck, David

Hi Jim and Hank, Thanks for the replies and the comments. Jim, I fully agree with you about the top cowl and the aesthetics. I've considered it and it may not be completely out of the equation for later on. The certification and cost of the kit would be substantially higher. I'll keep looking for ways to improve it and keep the cost under control, hard to do in aviation. Thanks again, David

I took the cowling out to the airport and installed it today. I needed some measurements for the new carb air box. I have no more than 4 inches of clearance between the carburetor and the cowling to work with. I'm interested to hear any thoughts or comments on what you see so far, good or bad. Thanks, David

Here's a few photos of the cowling prototype. This is the plug to make the molds. I need to have this finished in two weeks in order to make my May 31 deadline. David

Hi Tom, I didn't try to put an RV cowling over the baffling etc. Besides knowing it's quite a bit different, it would be a monumental task to get it STC'd. I'm trying to use as much of the original cowling as possible to keep the cost down and to simplify the STC process. It looks like I'll need to put a new skin on the lower cowl to get the shape I want. The structure and cowl flaps will remain, but the aluminum skin will be replaced with a new skin. Oil cooler and landing light to remain where they are. I'm building the plugs for molds now and hope to drop them off at the shop in about two weeks. I think I have the carb air box figured out. I'm looking to use the airbox off of a Cessna 177 and put the filter in the left cylinder inlet. With this setup, the plenum is not going to be used. I'll post a couple of pictures of the prototype cowling when I get the bondo shaped a little more. Thanks, David

Since you're going to go to Embry Riddle, I'd suggest adding an A&P to your training along with your pilot certs. David

Hi Byron, Yep, making a mold. The upper cowl mod is easy to define. The lower cowl I've yet to decide how much of it I'm changing. The carb air inlet is my challenge and I'm thinking of replacing a good portion of the lower cowl with a new skin. It might be all of the skin except for the cowl flaps. Still scratching my head a bit. Thanks, David

Here's a picture of where the round inlets will be on the cowling mod. It's interesting to see how different it is from the ARI cowl enclosure and the placement of the air inlets may have a direct impact on the temps I see at takeoff. The ARI inlets are more inline with the base of the cylinder where the new inlets will be closer to the top of the cylinder where more heat is concentrated. Now I start to fill in with foam and Bondo to get the shape I want. David

$110/ hour is what we pay for maint for our Falcon 2000's at a Dassault service center. I think that's a little high for Mooney maint. Can't believe I'm posting this being a full time A&P! Ouch! David