Engine conversion

[George518]

Has anyone done this conversion on their j model  ? We are in the middle of it now and are trying to get clarification on the oil cooler hoses, are they the same or do they need to be replaced ? Does anyone have the part numbers ?

[1980Mooney]

1 hour ago, George518 said:

Has anyone done this conversion on their j model  ? We are in the middle of it now and are trying to get clarification on the oil cooler hoses, are they the same or do they need to be replaced ? Does anyone have the part numbers ?

What conversion?   A bit more information would be helpful for anyone to answer.  

[Aerodon]

I would be worried if the guy doing the installation could not get his head around hoses without a part number.  These are normally replaced every 8 years and at engine changes.

If the STC is not clear enough, then use the original installation for guidance.  Quite probable that things move a round a bit, and easy to order hoses with correct fittings from aero hose shop.

 

Aerodon

 

 

[George518]

Sorry the rest didn’t come through, 1983 m20j A3B6D to an A3B6 single drive dual mag to two separate mags.

[Aerodon]

OK, here's how I would go about it:

According to this thread (below), the 'new engine' is on the Type certificate,  check that it is and your serial number is in the correct range.  This allows you to install the different engine.

Then get a part manual and start comparing your engine installation parts vs. say a late model M20J (hopefully the M20J towards the end of the line had separate magnetos?).

 

Aerodon

 

 

 

 

 

 

 

 

 

 

[PT20J]

All the parts are in the IPC.

There are no instructions, however, and the IPC drawings are not detailed.

There are threads on this site detailing various installation details. Some of the photos may have been lost when moving to a larger server.

Don Maxwell and Top Gun have done many of these conversions and might offer guidance to your mechanic. 

[jetdriven]

you can find all of the parts and everything for the instructions in the io390 STC that was developed by G&N. But it’s fairly simple, use the new governor arm and the clamps that hold it to the prop governor cable. There is a fairly simple arm that you screwed to the governor to attach the rod to it, in my case, two of them made of aluminum broke so I made one of steel and I haven’t had a problem since.  In my case, the fixed part of the cable was too long and I had to scab on an additional piece to the end of the bracket so that I could clamp it, but then you couldn’t put it vertically because it would hit the cowling, so I have kind of a bastardized configuration.  
The hoses are a different length, I’ve posted the whole kit of that before. Any hose kit you order from the Internet is likely to be wrong, and at 200 bucks a hose, you want it deadass.

Edited June 10 by jetdriven

[PT20J]

I found some docs from my conversion. 

Firewall forward hoses.xlsx

IO-360-A3B6 Installation.pdf

Prop gov installation notes.pdf

Prop gov installation pix.pdf

Prop gov installation pix.pdf

sim20-59a.pdf

[Paul Thomas]

21 hours ago, George518 said:

Sorry the rest didn’t come through, 1983 m20j A3B6D to an A3B6 single drive dual mag to two separate mags.

To get rid of the dual mag, isn't electronic ignition an easier path these days?

[George518]

Yes going for all the modern improvements, dual mags with one electronic and the roller cam.

[jetdriven]

2 hours ago, Paul Thomas said:

To get rid of the dual mag, isn't electronic ignition an easier path these days?

There is a dual electroair, but for the 13k all in cost, spend that extra money towards a more standard engine with a roller cam. 

Edited June 10 by jetdriven

[Paul Thomas]

1 hour ago, jetdriven said:

There is a dual electroair, but for the 13k all in cost, spend that extra money towards a more standard engine with a roller cam. 

Unlike for other models, for the EIS-42000DM the website doesn't have install information. The unit cost $5,500... it makes one wonder what it takes to install one of those. That's one way to make the maintenance of the dual mag more palatable.

I was hoping that we could keep one mag and install the second one with the sensor by the prop but it doesn't appear to be an option.

Edited June 10 by Paul Thomas

[KSMooniac]

Unlike for other models, for the EIS-42000DM the website doesn't have install information. The unit cost $5,500... it makes one wonder what it takes to install one of those. That's one way to make the maintenance of the dual mag more palatable.

I was hoping that we could keep one mag and install the second one with the sensor by the prop but it doesn't appear to be an option.

It is an extensive effort. 40-50 hours minimum if the installer knows what they're doing. There are two complete/separate installations of the single system for starters, plus the addition of the backup battery, backup battery status panel, and a tach relay integration box. The switch panel is much bigger than the old Bendix key switch, so I needed a new left sub-panel and lost a 2 1/4" hole over there. Also there are 6 new circuit breakers required as well.

Sent from my motorola edge plus 2023 using Tapatalk

[Paul Thomas]

4 hours ago, KSMooniac said:

It is an extensive effort. 40-50 hours minimum if the installer knows what they're doing. There are two complete/separate installations of the single system for starters, plus the addition of the backup battery, backup battery status panel, and a tach relay integration box. The switch panel is much bigger than the old Bendix key switch, so I needed a new left sub-panel and lost a 2 1/4" hole over there. Also there are 6 new circuit breakers required as well.

Sent from my motorola edge plus 2023 using Tapatalk
 

Amazing how quickly a simple change becomes extensive work; the cost makes total sense now.

[jetdriven]

10 hours ago, Paul Thomas said:

Amazing how quickly a simple change becomes extensive work; the cost makes total sense now.

It took us 30 hours to install a single electroair.  It was not the first one we’ve done.  There’s a lot of wiring, you have to find a unique place for the coil, then you need to route  all of the proper wires to the bottom plugs on the top. We picked the top so that the high tension leads would be separated from everything else, then we put the controller underneath the copilots seat and ran the manifold pressure and the wiring down to that then it has to go over to the Pilot side and then up behind the panel to the switch and then through the firewall.  The dual system you have to have the crank trigger a separate coil pack of reserve, backup battery, and then it’s damn near impossible to the high tension wires to the other set of spark plugs without coming within 3 inches of any wiring. All of your engine monitor wiring for example, it is going to be in that same area.