Gave the plane its first real workout since I got it back today. I flew from KEMT (300 MSL) up to Big Bear (6700 MSL) and back. Had a problem with the gear warning light coming on a few times as I have posted in "maintenance." Aside from that it went well. My initial impression is that a normal takeoff (90 knot climb) does not feel much different than before. However, the plane now maintains 1000 fpm or somewhat better all the way up to 9500 MSL and beyond. It still gets rather hot, and is VERY sensitive to mixture, but easy to cool with the cowl flap open as well without too much change in performance.

After leveling off in cruise it takes a few minutes to equilibrate. It is difficult to say exactly what cruise TAS I was getting because it was quite turbulent near the mountains, and the winds swinging around in different directions affects the reading, but I would estimate that about 172 knots in calm air with full tanks and just me at 9500 MSL was right. This is about 20 knots better than before. I saw periods of 169 and I also saw periods of 183, all in level flight, depending on the winds. Is the upgrade worth $5000 a knot ($4000 for me with Jim's discount for being an "early adopter?") I will leave that for others to decide and will comment again in a few months when all the little kinks are worked out.

Departing the 6700 MSL airport was a non-issue with immediate 1000fpm climb. I noted that my EDM-800 was reporting 75% bhp under those conditions, where I used to see more like 55. I think this may reflect much more efficient air intake and routing.

Another unexpected issue, and one that Jim noted as well. The plane could really use speed brakes now. It is VERY difficult to slow down to safe speeds to deploy flaps and gear without getting cooling warnings or, more especially, gear warnings going off due to the necessary low MP. I have to start with the flaps and gear much earlier than before.

The plane is definitely quieter than before despite the new engine, probably due to the prop; it taxis better at very low RPM as well. Fuel consumption is about 20% more, so with the improvement in climb time and cruise speed the economics are about the same as before the conversion.

I have mixed feelings about the aesthetics. I like the new prop, and Jim did a nice job with the glassing of the new air intake and an OK job with the paint matching. I am not thrilled with the air filter sticking out where everyone can see it. Makes me think of those drag racers and I have an urge to paint orange flames and get a violet neon frame for the tail number. Jim is working on a snap-on fairing that would improve this but does not have the approval for it yet.

Overall I am pleased, though the pleasure was dulled a bit by the gear issue. I will comment more in the future when I get to try some longer trips in warmer conditions.

Jeff Schweitzer
N115CE