Bruce

This post may be a bit late. I hope you got your problem figured out. Hope to hear what the solution was. We just got finished working through the TSIO-360 fuel injection set up, and we found it very challenging to achieve the specifications required per SIB 97–3, Continental M-0 publications. This was a newly overhauled engine, including overhaul of turbo charger, fuel pump, and throttle body. We found that the adjustments necessary to get close to the specifications were very small and have to be done in the specific order, and then recheck from the beginning. Cowling, uncowling, cowling is a pain but the cylinder temps stay cool. Pack a lunch, and then some. Bruce N231CH

I read through the AD and maybe I missed it, but does the AD apply to the V-Band clamp that is on the turbocharger between the exhaust side and the induction side? Obviously the AD applies to the two smaller exhaust clamps. Bruce N231CH

Thanks for the quick reply guys. Don…Same shop quoted without LB and with LB. Still window shopping I will report back my findings in a week or so. Bruce N231CH

Hi y'all, Old thread, but title is right on topic. I have a Continental TSIO-360-GB in my 231 and is up for overhaul. Been casually checking prices and finding so far in the $50K range for a GB overhaul, and one shop gave me a price of $63K that included the LB conversion. Questions....Is the LB conversion really worth the extra $13K? Is $13K in the right ballpark for the GB/LB conversion? I have read that the LB will provide cooler operation. I have run my GB LOP and seldom do the temps ever get near 380. Any other pros or cons? Thanks. Bruce N231CH

This is corrected information that what I posted a few years ago on the subject. I have a 1979 M20K 231 that has a separate engine hour meter, not a hobbs meter, and no tach meter in the tach. The hour meter failed in 2014 and was replaced with a used serviceable unit. After fairly extensive research back in 2014, I relayed to this site that the meter received its power from the halls sensor in one of the magnetos. I recently found out that this was incorrect. That used serviceable unit that was installed in 2014 recently failed. After discussing the issue with Mooney technical support to get to the bottom of these failed units, I got the CORRECT information. The engine hour meter gets its power from the AUX terminal off of the alternator. As I understand, it is not uncommon for these AUX powered meters to fail. Past 1979, as I understand Mooneys engine hour meter or hobbs meter were/are 12v meters with the switch being an airspeed switch. Mooney said a conversion to this set up is possible, but would require another airspeed switch pn 940016-515 and a field approval. Its on the list, but not towards the top. Has anyone done this conversion, and if so, what was the cost of the switch? Bruce

Thanks to everyone who responded. I will work through the recommendationsand post my findings. This Mooneyspace is amazing. Thanks again. Bruce

The GPS is a Garmin 480, and the comm radio is a KY197. Both work great, otherwise. Another clue to this LOI issue is that when the "ghost" is in the airplane, I can almost forcast a loss of integrity because the comm feedback in the headset sounds like you are talking into a hollow log and the ATC's reception of the transmission is not good, in which case I switch to the KY197 which transmission is then normal. The next step looks like to remove the antennas and be sure of a good ground plane. Bruce

Wondering if anyone else has had, or heard of anyone else having a loss of intregrity while transmitting on comm radio. Problem just recently started, intermittant, and only on certain frequencies (121.0 and 120.9 that I can recall). When it does happen, push the PTT switch and immediate LOI. Release the PTT switch and immediate Integrity Restored. Each time at the avonics shop, can't duplicate. Ben, my avionics guy, says to take notes on when it happens so we don't get into a parts changing mode to troubleshoot the problem. But most likely an antenna problem. Did send the 480 back to Garmin for complete once over. No change. Thoughts and ideas would be appreciated. Bruce N231CH

These particular Datcon meters can not be opened without destroying them. Assuming you could get a Datcon meter open and closed again without destroying it, I suppose you could reset, but lot of work for a moot return. In the logbook entry, just do the arithmetic for time going forward. Bruce

A few weeks ago I posted the question about a hobbs meter for an M20K 231. Thanks for all of your input. Case solved. Here is the real deal as best as I could gather. Most aircraft, rented or not, have a hobbs meter that operate off of the ship's 12/24 V electrical system. These are wired through the master, and unless a rental, are also wired through some secondary switch whether be it a oil pressure sensing switch, gear switch, speed sensing switch, or whatever. You can find these hobb meters a dime-a-dozen all day long from aviation vendors. Well actually about $70. From my reading, I believe that is how most of the Mooney clan is wired. My 1979 M20K 231 does not have this type of hobbs meter and is not wired that way. As Charles indicated, it is wired to the tach, which in turn gets it sensing from a Hall sensor unit within the magneto. Much lower voltage. As a side note, Hall sensors are not germane to just the aviation community. Used all over the place. Thus, they do not get their juice from the ships 12/24 V system, and will continue to work as long as the engine is running above a specific RPM. My old hobbs was a Datcon model 771, that operated on 4 to 40 volts. Called Datcon only to find out they no long manufacture any such hobbs that operates on low voltage. The lowest voltage meter they now manufacture is 10 volts. The voltage to the meter in my Mooney measures about 6 volts at run-up RPM. I called around to salvage yards and ended up with a Datcon model 773 from Joe Jenkins Salvage in Dover, Delaware. The voltage rating on the 773 is also 4-40 volts, identical to the 771, except that the 773 is a 4 screw attachment rather than 3 for the 771. It was used, but in real good condition, and still work great after I had it installed. I did make the old Datcon 771 apart. Extremely simple device as to the operation of it. Very little to fail, except that the electromagnetic coil windings showed browning and tested open. Hope this helps other M20K owners..... Bruce

Got a hobbs meter problem and looking for some analysis and discussion before throwing more dollars at it. 1979 M20K 231. The tach does not have hours meter built in to it like most airplanes. There is a separate Datcon hobbs meter used for that purpose. Been working fine for the last 10 years, and recently stopped dead in its tracks. Datcon engineer said to remove it from the airplane put 12 volts on the meter and if it does not run, replace it. It did not run so it was replaced. New one installed but still does not run. Put 12 v on new one, runs fine. From what I understand from this websource and other sites, M20K model is not tied directly to the master, nor an oil switch (as rental aircraft are), but instead wired to the tach RPM to record "engine time" rather than elapsed time. Tach RPM ties to JPI 830 engine monitor RPM for the most part. For the last 280 hours, old hobbs meter was in lockstep to the 10th of an hour with the JPI 830 which I thought recorded elapsed time. But that doesn't add up if the hobbs meter was designed to replicate tach engine time. Usually tach time is around 90% of elapsed time on most airplanes. Voltage going to the hobbs at run-up RPM measures 6-7 or so which is probably not enough to drive the new hobbs meter. Been test flying it, and still no movement on hobbs at cruise RPM although the cruise voltage to the hobbs was not checked in flight. The schematic I have does not show it, but I've read there is a Hall Sensor that drives both the tach and the hobbs meter. I am beginning to conclude that somewhere in its life, this hobbs may have been rewired to an oil pressure switch but not sure. Looking for suggestions from anyone whose been down this road. Thanks... Bruce N231CH