Aerodon

The double puck conversion is by far the most expensive part of the conversion, new master cylinders, new calipers, new gear leg to flip the pucks from front to back, new gear doors. Without these, you do not have a legitimate Encore in my opinion. The balance weights are relatively minor, but the stabilizer does require some trimming. I can tell from pictures whether these have been done or not. the Vne does not change, gross weight might have some influence on flutter speeds, but I think production line convenience was part of it. The engine changes are minor if you do it smart. There’s a reason this is an expensive upgrade. Don

Just asking, would a GTX345R with an internal GPS controlled by a GI-275 MFD work? Complete standalone system? Replace the comm antenna with a combined GPS com antenna? Or one of the wingtip / tail mounted ADSB out systems? Don

That drawing is for the dual cylinder brakes (dual puck). And other components not mentioned above: airspeed indicator, manifold pressure gauge, tachometer and new POH. EDM900 or other engine monitor takes care of the engine gauges. Glass panel takes care of the airspeed. I got a new POH from Mooney. Don

I have them for you, send me a PM.

I decided to go all in and do a full panel. Pro's and cons of doing 1 piece / 2 piece / 3 piece panel. But now I have enough templates to send out for you to trial fit, then I can cut a final to your specifications. Aerodon

The governor, fuel pump, manifold pressure controller and wastgate controller are different part numbers. I send mine in for overhaul and conversion. They are basically the same units with different settings and small internal changes. The governor has a different internal spring. There is also an extra support bracket for the turbo. As mentioned above, new wheel spindles, double puck brakes, new master cylinders, new brake bell cranks on the master cylinders. (these have a very minor angle change). Balance weights - same as long bodies. I see many Encore conversions without these. My understanding is they took the parts off the production line in the mid nineties to build an Encore. New inner gear doors - these have to be from Mooney. Don

I have the one the mounts on the side of the magneto. I suspect the other one is the more common 'tach generator' that mounts on the tacho drive? I have both th tachometer and sense, the wiring is the same, so maybe change both? Aerodon

My understanding is that if you order a factory reman, then you get an engine for slightly less $$, but may have mostly new parts anyway. In the past, urban legend has it that some people received new engines. Perhaps if you offered to pay a 'new engine price' but would accept a 'reman engine', that would allow them to put that used part on? Or, I have a mostly complete TSIO360MB1 that could be overhauled. Or be used to donate parts to have yours overhauled? Aerodon

After a few iterations I think I have perfected a flush mount system for a Garmin Aera 760. Gizmo's make a nice panel dock - the problem with a M20J/K is that the RHS stack is very tight and it's difficult to fit a 6.25" wide item in. The 760 is 7.4x4.9" and fits really nicely on the co-pilots side. I used a standard 760 cradle mounted on a plate set back from the panel. There is a lever to pop the 760 out of the panel (lanyard to follow). No power button, but the 760 comes on and turns off when power is removed. I have enough glass and gadgets on the pilot's side, this is for my co-pilot to watch traffic etc. And I had to fill the space with something. Let me know if I can make one for you.... Aerodon

I do have a system ready to go. I replaced a WX10A system in my 252, the factory did a really bad job of installing the antenna. They cut the 3M doubler in half and installed both sides of the centre and then they cut the hole too close to the centre join. My guy did a good job of the NY163 installation, left the one half of the old doubler in place. Made a new doubler for the other side and riveted in place. Not the neatest, but the best we could do with what we had to work with. The M20K had the antenna installed beneath the KFC autopilot servo's. The later model Mooneys have batteries over there, so the WX500 antenna is installed one bulkhead further back. Lessons from Garmin magnetometer tests: Run new grounds from tail light strobes and lights to 'in front' of the magnetometer. I did this just to make sure my LED tail light does not create storm scope interference, but I have found them to be fairly insensitive to electrical noise inside the plane. Aerodon

Garmin supply a list of the parts you need to install a GFC500 in your plane. These are standard hardware items, nothing special, but you will struggle to find them all in one place and end up spending hours finding them and pay many times more than they cost for shipping. I've done the homework and ordered from reputable suppliers, let me know if you want a set. If you have a KFC150 or 200, you are allowed to use most of the roll servo components and do not need new pulleys. I also have a surplus Garmin 'roll servo install kit'. This will allow you to get a head start on the roll installation, it is probably the most tedious part of the M20K installation. Make sure your installer is on board with all of the above, some shops don't like you bringing the steak and asking them to grill it for you. Aerodon

Maingear, or main and nose? All the linkages, or just the gear legs? Aerodon

You can find the cleveland catalogue on line. Find the correct wheel for your plane, then click on the part number and it takes you to a breakdown of all parts. Typically it will list the parts for A,B,C in a table, with different part numbers for some of the components. It could be a different bearing, different wheel half etc.

Terry, thanks for doing this. You have confirmed what I have thought all along, that there are some optimum points to choose for calibrating a FQ gauge. JPI allows the selection of between 2 and 5 calibration points, and I assume it does straight line interpolation between them. There are some obvious things happing here. Your fuel sticks don't show anything because the file has not reached the botton of the stick at the filler hole. I assume the inboard fuel sensor will start reading at the unusable fuel. I selected 5 points, 0,10,25,42.5,52.5 G, then plotted straight lines between them. I think I will get a much more accurate fuel gauge if I use these points rather than say equal spacing of 0,13,26,39,52. The blue line is your fuel hawk (inboard, then outboard) The orange line is a series of 5 straight lines. I'm not quite sure what happened at the top of your table, did you get 55G and not record the Fuelhawk stick, or did you only get 52.5 in? Don

Another way of doing it is to install a GSB15 that will become a USB power outlet as well as data interface.

I have a TSIO360MB engine that I could part out. I think it is the same shaft, you do the research. Don

Reminds me of the racing driver who found out how much it cost to reduce the car weight per pound. He offered to diet and do it for less than that. Aerodon

Disclosure: I sell and install JPI equipment. Horis, sounds like you have an installer problem. I get it that you are frustrated, but I kinda roll my eyes at your multiple problems and your expectation that JPI help fix them. Install a GI-275 - you are not even going to speak with Garmin, they have a dealer network for this. And they use the same (or sometimes poorer quality transducers). 1) Fuel flow - these transducers are used in just about every engine monitor installation (JPI, EI, Garmin, Shadin). JPI sell a little 'simulator' for $35 that generates a signal and will test your wiring, the connections, the JPI display etc. Fuel flow 'comes and goes' - I'm not sure what this means? 2) CiES - these are rock solid if installed and calibrated correctly. Unfortunately that's where it starts going wrong. Not much you can get wrong with the installation other than having the wrong source for the transducer power, do not use the JPI 5V on the connector, you need to use aircraft power. Also it needs to be grounded at the transducer. 'Not working well' - well that's just too wide a description. Bad calibration? Not repeatable? Intermittent? Mooneys have 'complicated' fuel tank shapes and two transducers per tank. Plenty of opportunity for erratic indications, like no decrease for the first 15G, then it goes down at one rate until the top of take is 'uncovered' then a different rate when the sidewalls are in play, then another rate when the bottom of the tank is in play. Choose the calibration points incorrectly and you are going to get goofy results. 3) No fuel pressure - was it working in the beginning, now nothing? Bad connectors, broken wire, failed transducer? Easy for any technician. Multiple problems - overall grounding problem, or signs of a bad installation. You are not giving us much to work on, and if you are having problems with JPI, they are going to be less than helpful with limited information. Send me your data file and I'll see if I can help. Aerodon

Try LP Aero or Great Lakes Plastics - both make lenses for various OEM's and STC holders. Send yours there so they can compare? Or use it as an excuse to get Aveo wingtips like I did. Also, 3M sell some 2 part plastic glues that are awesome. I have seen C172 wingtips 'welded' back together. Especially good if you grind a gap and bridge it, just like you would do with a metal weld. I suspect you could do a half decent repair, its not like you have to spot traffic? Aerodon

Are you keeping the annunciator panel? new gear down annunciator? Either way, its easy to re-wire now so you can install LED's later. In 'general terms' the gear annunciator is powered through the gear down limit switch. The annunciator is just a light. It is grounded to the nav light switch. When the nav lights are off, it's a 'strong ground' - bright. When the nav lights are on its a 'weak ground' - dim. So take the ground off the nav light switch and straight to ground and it will always be bright. Put a toggle switch in the ground line a a resistor on one side and you will have bright / dim. I am replacing the annunciator panel with nice Eaton annunciators, and a Brite/Dim switch, I will have to experiment with resistors to get the correct dimming. Aerodon

500 vertical is reasonable. Closing speed of 240 kts is 354 ft/s. No thanks, I don't want to see a plane passing 1.5 seconds in front or behind. There are previously reported near misses, some almost identical but for the Helo altitude 'error'. Cannot be fun having a 'presidential looking helo pass 150 ft underneath us'. Remind me again on the ratio of incidents vs accidents? And then - let's force all go GA to get ADSB for safety. The target trend of traffic on my 760 is fantastic, and I pay attention to it every time. But then, no, let's give airlines an exemption because they are always under 'positive control. And the military don't need it because their training and equipment is so good. While we are at it, let's let them continue using their own frequencies. Aerodon

Just trying to understand the whole situation. The day before there was a similar conflict, same red CA with inbound aircraft and helicopter. Airplane initiated go around because of an RA, even though it was in daytime and everyone had each other in sight, and a 500 ft differential. (1300 and 800 I think). Controller sounded slightly miffed, but not too bad. When does TCAS no longer work, below 1000? This CRJ was not informed about the PAT. And I think they flew a perfectly good visual approach. But time will tell what their airline rules are for visual and circling approaches etc. And also what TCAS equipment they had on board, what was displayed, did the PNF miss anything etc. And blame tends to get spread around a lot, just look at the recent Las Vegas midair where the Malibu flew through the centreline of the correct runway and whacked the poor C172 on the other runway. Controllers picked up some blame even they asked a couple of times if they were going for the correct runway. Aerodon

I don't think they were on a circling approach. Wouldn't the clearance then be 'cleared to DCA via the 01 GPS/ILS/or Other approach with Circling to 33? They were asked if they could take the 'visual to 33' or something along those lines. But there is no published visual approach, so they were more or less on their own for routing, altitudes etc., just like we are on virtually every VFR landing day or night. Yes they could have loaded a RNAV or GPS approach for guidance, but that is not the clearance they got. Many airlines prohibit VFR approaches, and some prohibit Circling. It's one way to reduce risk, especially at night. Pilots trying to be helpful, and now they are dead. And just the day before a similar situation resulted in a GA and the reason given was 'we got an RA because of a helicopter beneath us'. My son is learning to fly, and I've already taught him to listen to every radio transmission (tower or airplane) and make an assessment of how it might affect him. And also at least attempt to find them, nothing like getting into the habit of searching. I feel sorry for the CRJ pilots not being able to hear the transmissions to the helicopter, it would have saved their lives. There is going to be a lot of would've - should've - could've - didn't at the end of this for all parties involved. Aerodon

Piper Seneca (TSIO360 like the Mooney 231) has a plate that blocks off 1/3rd of the oil cooler, temperate were still way too low in winter. So we made another plate for the other side and blocked off another 1/3rd and temperatures were reasonable. Cessna 172 has a winterization plate that blocks off about 1/3rd of the airflow into the cowl. Yes, close off all 'outside air' for radio cooling, spraying avionics with damp air is not a good idea. Aluminum tape, or plastic caps on ducting. Some radios have internal fans. Some still need cooling, use an avionics fan (like Mooney 231). Aerodon

I think this is one of the fundamental differences between a Mooney owner and a Cirrus owner. You rarely see a Cirrus owner doing panel upgrades, it's easier to trade in your older model for a newer model, or even the newest model. There is a healthy 'chain' of options. A later M20 model with G1000 makes life real difficult to change. The rest of us like being involved in the upgrade. I agree, every avionics upgrade should be accompanied by proper documentation for future maintenance. But you get what you pay for. There is some pretty sophisticated CAD software 'plug-ins' for electrical drawings, a skilled technician could draw a nice drawing with 'phot realistic' connectors and all the wires in between. But it's going to be expensive. One Mooney owner here redraw his electrical drawing in CAD, that's impressive. It is well worth printing a full size electrical drawing for your plane and marking up the changes over the years. And I am a big fan of removing old wiring that is no longer in use. Mooneys have CPC connectors all over the place and it's not difficult to remove a wire back to the CPC and pop the pin and wire out. It's not difficult to mark up the factory electrical drawing with changes, things like engine instruments, clocks, USB's, dimmers, pulse lites, etc. And a couple of Mooney service bulletins along the way (ACU power). Approach Systems produce a nice block diagram of their Hub and cables. And each cable has a build sheet. Apollo used to provide excellent 'full stack' drawings. Garmin provides a pretty good library of drawings, all it takes is for the avionics shop to print them out and maybe hand mark a few details. Aerodon