No need to dream Bryan. You can slip in a modern Aussie variant...Rotec in 7 or 9 cylinders. http://www.rotecradialengines.com/MauleMechanic wrote: I can still dream of a Maule with a 185 Warner if'n I wanna
The Ultimate M4 Build......
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It sounds easier than it is.... You have to build 51% or more so what I would do is pull the fuse a part add a few inches mod ext baggage, build a set of wings etc.... Not just a put it together and call it exp.MikeW wrote:In today's FAA climate, how does one get an experimental tag so easily on a Maule by just modifying it with a wish list of parts. The Cub guys seem to be able to do this as well. What am I missing?
Mike
Wup Winn
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Wup any progress here ????
I find myself in need of somthing like this. The floatplane is great as a float plane but i now need big wheels and don't want to take off the floats as there is still a need for them as well.
There are M4's M5's around that would fit the bill but i sure like being experimental and wish to stay there if at all possible.
I find myself in need of somthing like this. The floatplane is great as a float plane but i now need big wheels and don't want to take off the floats as there is still a need for them as well.
There are M4's M5's around that would fit the bill but i sure like being experimental and wish to stay there if at all possible.
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You must build 51% period... There is a checklist AC that lists all the various percentages, and you must be able to check off 51%... With the mods you're talking, plus whatever you can do to airframe, plus whatever wings you put on, should easily make the 51%... And don't forget those tail surfaces you had to manufacture, recover of total airplane, Titanium Firewall, etc, etc... If you comply with the requirements per FAR, you should have no problem certifying as experimental. I have done a couple of these, and it's a piece of cake, but you have to research requirements, do all the paper work required, and you should have no problem from FAA at that point. I have heard it stated that you can't make an existing manufactured aircraft into an experimental... This is just NOT TRUE, if FAA should tell you that. As a simple example, you're working to approve a seaplane prop for an STC. This prop will require a noise survey, how do you fly off this survey when new prop not on TCDS or otherwise approved? You simply apply for an experimental AW cert, it gets issued, and now you can legally fly airplane. The whole key to successfully making exp is your documentation, doc absolutely everything that is other then original and has been done by you... Make that list as lonnnnggggg as possible... And take lots of pics documenting work...
Jim
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The 1911 checklist is very detailed as to what percentage of a plane part counts toward 51%, or an E-AB type. You can get a couple of other experimental TC's, but there are restrictions (exhibition, restricted class). The best is the E-AB, where you are legal to work on it yourself. Like Jim said you must document everything, pictures, receipts, logs......it can be done.
I can't remember if I fired six shots, or only five.....
M-5 220c, circa 1974
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M-5 220c, circa 1974
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well I am still in parts gather mode and getting the wrinkles ironed out before I get into the "build" part.
Wup Winn
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Joseph Or, 97846
info@backcountryconnection.com
wup@maulesales.com
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wup@maulesales.com
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Yes, we've done that conversion up here. You will need lots of the O360 stuff such as engine mount, cowling is different but can be modified to work if you have Fiberglass experience and time, Exh Sys, and quite a bit of nickel dime stuff... Easiest if you can find a salvage M4-180 that has good firewall forward as not sure what this would cost all new parts from Maule? You will also need an O-360-C1F or C4F as those are the only 2 approved engines. We converted an earlier, I think A1B, by just changing sump and intake tubes to C1F/C4F style... Anyway it can certainly be done...MikeW wrote:Other than the droop tip, is there much difference in the universal wing on an M4 compared to an M5 wing.
Also, still considering an engine swap from the CIO360 to a lycoming O360. Does anyone have any experience doing this.
Mikew
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Giving money and power to government is like giving whiskey and car keys to teenage boys.
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The O-300 does ok, but I think you'd see a substantial improvement with the 180HP as it's lighter and is something over 20% horsepower boost. That said, a fresh O-300, with decent exhaust, and 80" of climb prop with around 40-42" pitch would probably be very noticeable improvement. And it'd be a lot less work and probably less $$$ as well...
Jim
http://www.northstar-aero.com
Giving money and power to government is like giving whiskey and car keys to teenage boys.
http://www.northstar-aero.com
Giving money and power to government is like giving whiskey and car keys to teenage boys.
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