Anyone done M20K 252 upgrade to Encore specs?

[MooneyMark]

I was wondering if anyone here has upgraded his or her EASA reg M20K 252 to the Encore spec?

[Steve Dawson]

I realize you're in Europe but maybe Don Maxwell can help you out. He did Parkers and I believe he's done a few others.

[terbang]

Only saw this today, but as far as I know, ACG (http://www.air-craft.biz/) did an Encore conversion, last year. You may want to inquire with Justus or René.

[z92720]

Looking for this info also. What's involved (engine & brakes), cost of STC, who is authorized to perform.

Coming up on TBO in a couple years and wondering if this is a cost effective upgrade.

Regards,

Dave in Goodyear, Az

[amillet]

Best to be prepared.  I too thought I had at least a couple of years left on 1800 hr IO360.  After return from 3000 nm trip to KOSH this year there was metal in filter.  I now have new re-built.

[kortopates]

On ‎12‎/‎7‎/‎2015 at 8:04 PM, z92720 said:

Looking for this info also. What's involved (engine & brakes), cost of STC, who is authorized to perform.

Coming up on TBO in a couple years and wondering if this is a cost effective upgrade.

Regards,

Dave in Goodyear, Az

There are two separate Mooney drawings to make the Encore Gross Weight increase. You can get them both from Mooney through your favorite MSC at a nominal cost. First is the dual puck brakes upgrade which includes calipers, spindles, master cylinders, rotors, middle and inner gear doors and some other Mooney misc parts. The second drawing is to mod the engine from the MB to the SB configuration which is easier than the brakes. It requires a fuel pump, controller, prop governor plus some more misc parts  and then some additional Mooney airframe parts which are control surface balance weights for rudder, elevator and ailerons. Also some some imstruments need to be re-marked for different redlines and vspeeds including the IAS.,MAP & RPM gauges to complete the engine modification.

Any A&P can do it. Its not an alternation, doesn't require an STC; the authorization is provided by the Mooney drawings.

[Aerodon]

On 12/17/2015 at 10:50 PM, kortopates said:

There are two separate Mooney drawings to make the Encore Gross Weight increase. You can get them both from Mooney through your favorite MSC at a nominal cost. First is the dual puck brakes upgrade which includes calipers, spindles, master cylinders, rotors, middle and inner gear doors and some other Mooney misc parts. The second drawing is to mod the engine from the MB to the SB configuration which is easier than the brakes. It requires a fuel pump, controller, prop governor plus some more misc parts  and then some additional Mooney airframe parts which are control surface balance weights for rudder, elevator and ailerons. Also some some imstruments need to be re-marked for different redlines and vspeeds including the IAS.,MAP & RPM gauges to complete the engine modification.

Any A&P can do it. Its not an alternation, doesn't require an STC; the authorization is provided by the Mooney drawings.

I know this is an old thread, but I am in the process of doing this and need some help with the paperwork, and maybe some parts.

I have both sets of drawings.

1) 940067_A - Brake upgrade Dual Puck

This deals with changing the brakes, master cylinders, gear spindles and gear doors.  Its straightforward (expensive parts) and it seems like the gear door part numbers are a bit out of date, but I might be able to get the correct gear doors for about $5k.  Anyone have some direct experience with fitting the gear doors and whether the link door stop is needed (as it was with later model Mooneys with the double puck brakes)?

2) 940141_A - Instructions to convert 252 to Encore.  

This instructs you to change engine, change brakes and associated parts, gear doors, balance weights, some flight instruments, and the AFM.  It does not instruct you on how to convert one engine type to another.

3) Airplane Flight Manual 3303

My difficulty is with converting the engine from MB to SB.  I understand the basic process in changing the engine specs.  I have seen a logbook entry calling it a TSIO360MBcSB and another TSIO360MBSB.  I think the correct way is to call its a TSIO360MBC, (C for converted) stamp a C on the data plate and list the changes in the logbook.  This is text from a Lycoming Service Instruction: 

• For all commercial engines in which the basic model has been altered or converted to another model designation, the letter “C” added as a suffix on the engine serial number indicates a change from its original manufacture.

>> I found the way that continental modifies the data plate M75-6 says it will become TSIO360MBCSB

Starting with the obvious things:

1) Prop & Governor - I see from a McCauley guide, the prop is identical but there is a slight difference in governor model.

2) I see from the Continental parts manual there is a different part number for the fuel pump.  And a slight difference in FF setup.

3) I believe the MP pressure controller can be adjusted.

4) I have not looked at the pop off valve, other to find out that on the MB engine it was set at 41.5".

So it is not as simple as adjusting the RPM and MP to the new settings.  My question is whether there is a Mooney or Continental document that describes converting from MB to SB.  Or is it left to a good engine shop to go through the parts and maintenance manuals for both engines, identify the differences, make the changes, then make a logbook entry?

Aerodon

 

 

Edited December 14, 2021 by Aerodon
more info

[Aerodon]

I might have a spare set of master cylinders - I bought the pilots and copilots systems from a later model Mooney.  The bell crank at the front of the master cylinders is different too.

 

Aerodon

[kortopates]

19 hours ago, Aerodon said:

So it is not as simple as adjusting the RPM and MP to the new settings.  My question is whether there is a Mooney or Continental document that describes converting from MB to SB.  Or is it left to a good engine shop to go through the parts and maintenance manuals for both engines, identify the differences, make the changes, then make a logbook entry?

I DM'd Don with details but for everone else.

There is no conversion documenent. The Mooney drawing to do the engine conversion, cites the TCM part list (EQ6972) needed to convert the engine from the MB secification to the SB specification. Then the TCM maintenance manual for the SB covers the removal and installation of these components and it and TCM M-0 cover all the engine set up specs to set to for the -SB. This is all doable by an A&P with a log book entry. However, although not at al required, I filed a 337 as well. 

The airframe manufacturer, Mooney, sets the spec for the governor changes.   

6 hours ago, mike261 said:

waste gate controller comes off as well to modify.

You actually meant the controller, not wastegate.

[Aerodon]

4 hours ago, mike261 said:

do you have pics of the different bell cranks?

 

No, but I will get the details when we get around to doing it.   They are 90 degree bell cranks, and I guess if the master cylinder has a different stroke, then something has to change.

And yes, it's easy to get confused with the terminology.  There is a waste gate controller (I would call it an actuator) that is operated by a controller up on the manifold.  

And in doing my research, there are differences in the fuel pump, governor, and MP controller.  The waste gate controller (actuator) is the same.  

And there is an extra support bracket and clamp on the turbocharger exhaust pipe.

Aerodon

 

[kortopates]

39 minutes ago, mike261 said:

isnt that what i typed? "waste gate controller comes off as well to modify"

indeed, i didn't get past the wastegate.  Most of it us call it a turbo controller, but you are correct.

Edited December 15, 2021 by kortopates