IvanP

When I bought my Bravo last year, I started using the Aerox Oxysaver cannula with the built-in O2 system (Scott connectors). Worked well as far as O2 sat levels are concerned, but O2 consumption was pretty high when flying above 15k. Added Mountain High O2D2 (usual mission is me and the wife) with in-line reducing regulator few months after getting the plane and have been very happy with it. We can maintain good sat levels and consumption dropped significantly. We usually start O2 at 8k and cruise between 12k and 22k, depending on winds and terrain. I have not been keeping a detailed chart of O2 consumption, but since the last time the tank was filled to about 1,300 PSI, I used O2 for about 30 hours (1 or 2 users) and the tank is now at about 300 PSI. It is my understanding that the in-line reducing regulator is needed for the factory systems on Mooneys to avoid damage to the O2D2 unit. I do not know what setup Ovations have, but I have the factory installed altitude compensating regulator that came with 1990 Bravo. I recall reading posts on the forum that at least one MSer had issues with MH O2D2 and the factory regulator in a Bravo, but mine seems to be working fine. I also have a back-up SkyOx portable that I used in my E-model before getting Bravo.

Bummer, but not surprising given the current LA area situation.

KWHP is probably the cheapest (fuel and parking) and least demanding when VFR of all three. Coming in IFR to KWHP with low ceiling can be a bit of a challenge as the field is in populated area and it may be difficult to recognize - the approach in not straight it. Flew it once with ceiling close to minimums and it was an interesting approach. I have used KVNY few times for short business trips. Airtel Plaza Hotel at the south end of 16L had a nice parking option - essentially parking the plane at the hotel.

Neither did mine. Installed Saf-Air P5000 - PITA getting to it but works well.

Had the same thing happen on my E (IO360) about 15 years ago on our way back from Mexico. Subsequent inspection also found a cracked case. My engine was about mid-time so I ended up replacing it. Not a pleasant experience.

Hello All, Additional observations from today's return flight. This time, I took notes, rather than relying on memory. Ground check - pass. After departure, AP was engaged in NAV mode while climbing to 16.5k. Everything worked as it should. Tested D/C switch, MET operation, CWS button, course intercept, variations in climb angle - all was well. When reaching 16.5k - ALT was engaged and AP auto-trimmed for level flight. OAT -8 C, SKC, no turbulence. After approximately 1 hr and 15 min of continuous operation in NAV and NAV/ALT mode, the system beeped and disconnected lateral steering (NAV indicator on controller went off), but the FD bar remained in view and the plane continued to hold altitude (same pattern as on the flight few days ago). ALT indicator remained on. I disconnected AP via the D/C button on the yoke and tried to re-engage in NAV or HDG modes - both modes disconnected in less than 1 minute. Next, I tried to engage the AP in ALT mode only - hit the ALT and AP-ENG buttons. The FD bar came into view and the plane maintained wings level and set altitude. I used the UP/DOWN control on the A/P controller to change altitude and the plane followed the commands. I maintained lateral control by using the CWS button to make minor course corrections for wind. No disconnects noted for approx. 1 hour of continuous operation in this mode. Shortly after starting descent from cruise altitude I tried to engage the AP in NAV mode again and it continued to track the programmed path and selected descent angle. After about 30 min, I switched to APR mode and flew simulated coupled LNAV/VNAV GPS approach to minimums. AP performed flawlessly - lateral nav spot on, GS intercept as expected, auto trimmed for changes in power and configuration (gear & flaps) and maintained GS right on the money until I manually disconnected it. Total AP operation time in descent (NAV and APR modes combined) was about 40 min and not a single disconnect was observed. I think that we can probably rule out faulty switches at this point as the issue appears to be related to time in continuous operation (3 flights with identical pattern - NAV/HDG modes failure after more than 1 hour of continuous operation, functionality is restored after disengaging the NAV/HDG modes for 30-60 min or so.). It would seem unlikely that a failing mechanical switch/button would consistently exhibit such failure pattern, regardless of the number of actuations and various modes. Jake @Jake@BevanAviation, any thoughts on this strange gremlin? Thank you in advance for any advice you may be willing to offer. Best, Ivan

@Jake@BevanAviation thanks for the points to look at. When I get back from my trip, I will try to find the manufacture date of the unit. I do not recall seeing any notes in the logbooks about switching out the main unit when I bough the plane about a year ago, so my guess is that it was made before 1990 given the date the plane was made. The MET switch in new (replaced about 10 months ago when I had the yokes off as a precaution as the springs in the old switch were a bit worn out) and seems to be working fine. We checked the disconnect switch at the time the MET switch was changed and there were no signs of failure. Nevertheless, I cannot positively rule out the D/C switch. What puzzles me is that it takes 1-2 hours at higher altitude for the symptoms to show up. My guess is that if the issue was caused by the switch(es), it would be more random and not dependent on altitude and length of operation. Also, I forgot to mention in my initial write-up that on the first trip when I noticed this, I re-engaged the A/P after descending to about 4k and flew a coupled approach in the APR mode with no issues - AP followed both lateral and vertical guidance from GTN 750 with no issues until I disengaged it just short of arriving at the FAF.

Good morning all, I am seeking collective wisdom from MS members on a rather strange behavior of my KC 150 autopilot that I have observed on last couple of XC flights. Plane: 1990 M20M with factory installed KFC 150 system, nav data from GTN 750. Symptoms: On startup AP passes its checks, after takeoff AP works in FD, HDG, and NAV modes during climb. After leveling off at altitude (15-22k), AP holds ALT and works in NAV and HDG modes as expected. After about 1-2 hours at altitude, the AP beeps and disconnects (no turbulence was encountered and no pilot input on controls or manual trim). FD bar remains visible on AI, but the plane does not hold altitude or direction. If I hit the AP disconnect button after this, FD bar goes out of view (as it should). Re-engaging AP in HDG or NAV modes without ALT works for few seconds and then it beeps again and disconnects. The AI gyro (vacuum) and HSI appear to be working fine (back-up electric AI agrees with the vacuum one driving the AP). Manual electric trim is also working fine. I suspect that this behavior may have something to do with ambient temps (-10 to -25 OAT when I observed this). I did not observe this behavior at lower altitudes/higher OAT. Any thoughts or guidance would be greatly appreciated before I start ripping things apart. I found bunch of posts on KFC 150 issues, but none that would describe similar behavior. Thank you in advance for any guidance you may be able and willing to offer. Regards, Ivan

LASAR has seat rollers in stock. Just ordered set of 8 for my plane.

Hector at Aero Comfort did mine few months ago and did awesome job. I strongly recommend him.

MAP connection is not shielded in this install, nor is it suggested in the JPI installation manual. I was thinking about adding shielding to the MAP connection, but it appears to be a rather difficult task in this install. Give the uncertainty of results, I am hesitant to rip into it.

Hello All, I have been experiencing a rather strange phenomenon with JPI EDM 900. The monitor is installed in 1990 Mooney Bravo that I purchased few months ago. Whenever I transmit from either radio (GTN 750 or KX 165), the MAP indication on the EDM 900 spikes (no changes in the throttle settings and no changes are seen on the ship's mechanical manifold pressure indicator). No other indications of the EDM 900 appear to be affected by radio transmissions and it happens regardless of whether the engine is running or not. The magnitude of the fluctuations appears to be affected by frequency (some frequencies produce higher spikes), but I was unable to determine any specific pattern. I checked the usual suspect with EDM gremlins - grounding. The unit is grounded directly to the engine block as directed by the installation manual. I pulled all the data from the monitor and it appears that this phenomenon has been present for couple of years but apparently went unnoticed by the previous owner. I will try calling JPI but do not hold much hope, given the rather lackluster responses to prior technical inquiries. Thank you in advance for any advice or thoughts on how to eliminate this behavior. Regards, Ivan

Resurrecting an old topic. I just found similar marks on my Bravo after having the shock discs changed. @Will.iam how did you resolve your issue? Regards, Ivan

PM sent.

Hello all, I recently bought a 1990 Bravo. Happy with the plane so far, but will need to replace/refurb some of the interior parts. Yokes and glareshield will probably go to Hector at Aero Comfort soon. I got the pdf service manual from the seller but could use the illustrated parts catalog as well to identify the things that I will need to chase down. Anyone willing to share a copy? Thank you in advance. Regards, Ivan

Problem solved. It appears that at some point when brake fluid was refilled some spilled all over , including the trim limit switches and all was gooped up. Good cleaning fixed the issue and all works fine now.

How did you fix yours? By process of elimination, I think that it is the R limit switch on mine (cannot get to it until I drop the belly pan). Everything else seem so check out OK.

Thank you, Affricate. Much appreciate your help. Regards, Ivan

Thanks for the suggestion, Carusoam. My AP is old KFC150 - no rudder damper here. I think that this is an electrical issue of not getting power to the motor. Regards, Ivan

I am troubleshooting rudder trim on 1990 Bravo. Worked fine on T/O and during flight, but when I tried to neutralize the trim for landing there was no response to panel switch, stuck in almost full left position for descent. My first thought was actuator failure, but the motor is fine. I was able to neutralize the trim in the hangar by applying power directly to the motor and it runs both ways. L limit switch is OK, R is inaccessible from the tail so I will have to find the time to drop the belly pan and get to it. Panel switch checked OK, but only the bottom half gets 24V on the common terminal. Unfortunately, I do not have the electrical schematics for the plane to chase this gremlin. Does anyone here have a pdf copy of the wiring diagrams to share? Any help would be greatly appreciated. Regards, Ivan

Good afternoon, If the SL 30 is still available, please drop me an e-mail at ipetrzelka@charter.net . Thanks, Ivan