MichMooney201

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About MichMooney201

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    1978 Mooney M20J

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  1. Do it now...the $1250 to do it is minor and you are going to be ripped apart for the annual anyway. Hardest part of the install is running power from the battery compartment to the Surefly...you are not supposed to pull power off the panel. I cannot emphasize enough how the improvements we have seen are worth it, even in just the smoothness at idle. I cannot comment completely on fuel savings yet, but we are seeing between 9 and 10gph at cruise pretty consistently. Trip to FL and back to MI in Feb the plane averaged 9.7, flown between 6K and 9K elevation.
  2. That was me being stupid...not 24" but 2400RPM...sorry
  3. Bob...in my most snarky face...unless you replace the entire motor in a J like I did and go with the dual drive mag... The Surefly is for sure not a good reason to replace a motor but having the electronic ignition has made SOOOOO many things easier...like hot starts...smotth idles...
  4. Bob...sorry for the delayed response... the computer is on the right side of the panel behind the panel blanks, but mounted above the VOR radios. We have our Stratus stashed back there too. FYI, I'm a Riverside HS grad...lived in Greenville for about 8 years, fly into Donaldson all the time to visit friends.
  5. Skip...the factory plugs from Lycoming...sorry...dont know the number off the top of my head.
  6. Update for the community... The EI gauges are a fantastic addition to the panel and we are so glad all the old analogue stuff is out. We also put the new fuel sending units in the fuel tanks and my how nice it is to have an accurate reading of fuel quantities. Everything is working as advertised and so not having to look across the panel for RPM's and Manifold because its right in front of you is very nice. Overall very pleased with the installation. I did manage to loose the oil pressure sending unit at 8000' and the gauge went straight to 0 PSI which is enough to give you heart failure but the engine hummed along fine on the rapid descent to a runway and EI replaced the sender under warranty, and it was a 5 minute repair to replace. They indicated it has been very rare one of these things has gone bad, of course, but it did on mine. I had debated keeping an extra part in the plane at a cost of $195.00, but I am hopeful this is a one time deal. All in all, I am very pleased with these things!!
  7. All, quick update on how the SureFly is running on my "J". We are seeing so far that this thing has been worth the price of admission thus far, at $1200 bucks ish. We have noticed improvements on both hot and cold starts as it seems the engine cranks almost half as much before it lights off. Additionally, there is less vibration, especially at RPM's 1200 and below. The plane just got back from Oasis Aero/Weep No More and they said it was the smoothest "J" they have ever had. On the trip back from MN, at 11000 feet, 24" and 1350 EGT at ROP, I had consistent fuel flow of 9.5/10 GPH on our EI engine monitor. The only negative I have found is on engine run up where when switching between the Mag back to the SureFly, if I switch too fast, I have created a backfire in the exhaust. If I delay the switching by just a few seconds the backfire disappears. In relation to dealing with the Slick Mags sent with the Lycoming Reman and the 500 hr check, this new SureFly component is well worth the cost of eliminating a mag with instant benefits. Easy installation, too.
  8. Turbo motors are not getting FAA approval for this unit, according to the SureFly website. There is a safety margin on loss of manifold pressure input when running a turbo with advance timing at high altitudes that brings engine detonation into a narrow margin of safety that cannot be guaranteed. The motor AML has some turbo models listed which seems contradictory to the website, but the airframe AML has no turbo models approved for Mooney, and other planes with turbos are limited to no advance because of note 4.
  9. For those of us to whom it matters, the FAA released its updated AML for the Surefly Ignition modules to include installation on J Models running the IO-360-A3B6 engines; this was approved on May 13, 2019. Additionally, they have removed Note 4 which said the units could not be run in advance timing mode. So there we have it, Surefly Ignition in advance timing modes are FAA approved on J's, as well as the rest of the Mooney fleet not running single drive dual mag set ups. Mine is in the box at the hangar and going on the motor as soon as I receive my EI CGR combo gauges within the next 2 weeks. CAN'T WAIT!!!!
  10. Brian, Did you have to send your old fuel senders to EI so they could copy the mounting plates or adjust the booms to match for the new EI ones? How long were you waiting for the new senders from EI?
  11. The current engine STC only allows for and specifies fixed timing based on the engine plate which on a Slick magged motor is 20 BTDC, 26 for those with Bendix mags. The type certificate does not specify the mag to be used so owners can go with either mag setup, however the remans come from Lycoming with the Slick mag, and the Surefly uses the slick mag harness so it seemed to make sense to just stay with the Slick mag, knowing we were getting the Surefly anyway. As soon as the STC is updated for timing advance we will make the change to the switches on the SIM and enjoy the benefits of timing advance It is possible the FAA thought all J's had the dual mag single drive set-up, however the A3B6D is not certified in the engine STC, and I am not sure what other planes use the A3B6D motor so it would seem the FAA would have caught themselves in a circular reference. For some reason the mental picture of a dog with the letters FAA tatooed on its side chasing its tails seems quite appropriate.
  12. Dave, according to SureFly, the genius's at the FAA have eliminated all turbo and twin aircraft from the AML, which is why the turbo Mooneys are missing, and they thought the J was a turbo model. They expect an update to the AML in the next two weeks to include the J.
  13. The order has been placed and my partner and I are going with the Electronics International CGR-30 Combo unit in the '78 J. Along with the gauges we are adding EI's magnetic fuel senders. Overall this should be a fantastic upgrade as it is replacing every engine monitor gauge on the panel, including fuel levels and putting it right in front of our faces. While we have everything ripped apart we are also adding a SureFLy electronic ignition to replace the impulse mag. For those of you that remember I just finished up an engine conversion from the A3B6-D to the dual drive A3B6, and we are systematically getting rid of the old problem children on the J to bring it into a modern magic carpet. If anyone has any input or experience on the EI gauges please chime in. The SureFLy was just certified so I would imagine we are one of the first ones putting it on a J. As always I will keep everyone posted on the progress.
  14. The difference is the drive gear ratio from Lycoming, .850 on the B6D to .861 on the A3B6. Max prop governor RPM is 2340 for the A3B6. I used West Coast Governor on this and went to the T22 governor for the A3B6 where the B6D uses the T17. The issue is either in the mounting of the cable or in how the governor is clocked. You would think this is a straight forward issue but it isnt. The armature supplied with the governor where the prop cable attaches can be oriented only one way. The mounting screw that attaches the armature to the prop governor shaft shows up 2 different ways, however, depending on how the hole in the armature is tapped that takes the socket head cap screw. The armature only fits on the governor one way because there is a recess on the back side of the armature where it is mounted to the prop governor shaft to hold a clip. The set screw that clamps the armature to the prop governor shaft goes through a clearance hole on one end of the armature and into threaded hole. Depending on what way the clearance hole and threaded hole are made on the armature, the socket head cap screw head could be on either side of the armature. Now add into the mix the $150 2 inch stamped sheet metal part from Mooney that is made to fit over the armature and you have the problem. The stamped bracket is made in the shape of an "L", and the foot of the "L" is designed to sit on the side of the armature where the threads are, not where the head of the screw is; no other option, the bracket is directional. If the head of the screw is on the side where the bracket foot sits, it obviously interferes with the bracket because is cant sit flush against the armature. The use of the bracket changes completely how the governor is clocked, which is set from the factory or repair shop. So I got an armature with the screw on the wrong side, so the bracket doesnt fit, and the unit is clocked incorrectly. You can clock the governor by loosening the 6 screws on rotating the unit, but that makes a difference how the rpm's show up on the tach based on where its clocked and other convoluted criteria. None the less, its a high speed taxi trial and error to get the correct setting with a rough idea on where it should be from West Coast governor. As advertised, the prop governor is the root of all evil in this conversion.
  15. No is the short answer. Our wiring did not change and I was able to use the fuel pressure transducer off the old motor and everything worked out great, which was a 2 wire connection. I concur I have chased gremlins on this plane related to the grounding we all seem to be fighting. Interestingly enough, the factory ground location on mine was from the motor to an aluminum shroud on the starboard side, (sorry, I'm retired Navy), right side of the plane attached to the firewall. There is another location where a threaded stud is mounted directly to the firewall that would also take the ground strap but my particular ground strap is not long enough. My IA saw this and recommended I add an additional strap from the shroud to the firewall simply because of the grounding issues and gauge trouble commonly experienced. In addition, application of dielectric grease will help to combat other connection issues