M20C

The 100 hour is only required if the airplane is used in a flying club or for flight training.

I have been offered over $50,000 for my Primary Category Cessna 150 several times... not worried at all about resale!

My M20C is now in the Primary Category. Many of you are correct in that you still need an A&P to do maintenance and a 100 hour for flight instruction/rental. An A&P I/A is required to do the annual inspection. The big advantage is I am now responsible for any modifications to the airplane. If I should desire to return the airplane to the Standard Airworthiness Category, I am keeping a separate airpframe logbook of any un-approved modifications. These will need to be either removed or approved (stc and or 337) before applying for a Standard Airworthiness Category Certificate should I ever desire one. I won't! I have a UAvionics (non-TSO'd) ads-b for starters....4 into one tuned exhaust, ram air induction and electronic ignition are next...

Just saw this tread...any chance of ordering two sets (one for each seat).

Thanks Andy... still thinking about removing it (at least for testing). I will post my results here if I go that route.

So did you permanently remove the interconnect? I am considering doing this... did it lessen the aileron turning forces/load? I am under the impression this interconnect was added for the PC system; does anyone know if this is correct?

alternative means of compliance, perhaps?

I don't have the parts catalogs here but I do have my original turn coordinator from my '68 M20C.. replaced it with an electric one (PC system has been removed and I have those parts as well)

Either way... the vynal hose I use provides plenty of protection... strap would work as well.

If you place a floor jack under the tail stand and a chain (put the chain through a vynal or rubber hose) around the prop shaft up front to support the motor, removing the top two motor mount bolts (on the firewall) will allow the engine to rotate forward (down) giving greater access to the accessories on the back of the motor. It is really an easy thing to do and will allow easier removal of the prop governor. This is why there is the small block on the lower two engine mount attachment points.

Where are the retrofit autopilot servos located?

It really is a shame the Primary Non-commercial Category was not included in this rewrite. Color me jaded, but the HIRF and DO-178 software verification seem to have survived the new Part 23 "performance based standards"... I would love to instal dual Dynon Skyviews in my M20C however, this proposal seems to do more to protect Aspen and Garmin than the owners of an aging GA fleet.

Thanks David! Looks great so far ;-)

Like many here, I've been following your progress since the beginning; VERY NICE work!!! Just curious, are the "cheek" cowls for all vintage models the same and, if so, would it be much more expensive to make a mold for the entire upper cowl? Seems like that would greatly simplify your AMOC list with the extra cost of layup being minimal. This would require the new owner to reuse (and install) his original oil (and if desired, battery) "access doors but that should be easier than installing the forward cowl mod... BTW, not criticizing at all; you have done AWESOME work!!! Very impressed! Bill

They do...I'm in T-18 @FFC!