IvanP

Loking for some collective wisdom about Trim/Flap indicator malfunction on 1990 Bravo. Couple of flights ago, the flap indicator started to flicker a bit and then no LED bars were on for teh rest of the flight. Trim indicator remained fully functional. The next day, the flap indicator LED bar in UP position was on but no other segments woud light up when the flaps were moved. The LED bar indicating UP position now remains on, regardless of actual position of flaps. Trim indicator is fine. I found a thread here about the potentiometer being possibly the culprit and changed the pot. This did not help. I checked the new pot before installing it and it was good. I am still geting the UP inidcation regardless of where the flaps are. Any ideas on what could be causing this? Thank you in advance for any thoughts and ideas.

This can probably be easily fixed by adjusting position of the bead on the throttle cable that hits the switch actuating lever. Mine only actuates at full throttle and even minor movement from full will stop the pump.

Mine is attached by velcro strips. I think it is not the original piece - no notches or holes in the plastic cover.

I suggest you look in the battery compartment and check the in-line fuse from #1 battery relay. Not sure what year Bravo you have, but I had similar experience with my 1990 Bravo. The cabin lights and switches on my plane are hot all the time even with master off and protected by in-line fuse that runs off the #1 battery. When doing some work behind the headliner without disconnecting the bateries, it is easy to inadvertently touch and short the circuit which will blow the in-line fuse (personal experience). Could be easy fix.

I second the idea of one panel mounted unit and one portable as a back-up. In the unlikely, but possible, event of total electrical failure in IMC, the second panel-installed unit will be just as useless as the first one while the battery powered portable unit can help you to navigate safely while you are getting out of clouds to a runway. Of course, if the govt jams GPS, then neither unit will be of much use, aside from confirming that it was not your unit that failed. I have been using panel mount & portable combo in various configurations for about 15 years now and it served well. Fortunately, I have never had the need to rely on the back-up unit in an emergency, but it does provide some peace of mind and is relatively cost-effective when compared with installing second GPS nav/com in the panel.

I bet they can do it so long as you are willing to part with appropriate number of AMUs at the end. The magic power of money keeps our planes airborne and airworthy, unless you need some parts made of unobtainium, like the dreaded tubo V-band clamp for Bravos.

You are probably right. But either way, I run out of bladder capacity before I run out of fuel even in the thirsty Bravo. The days when I was able and willing to do 5+ hour legs are history. Now it is 3-4 hours max. The joys of getting old.

Yes, I love the turbo. It was the main reason I got the Bravo.

I have this mod on my Bravo, but do not find it particularly useful (came with the plane). With full fuel (118 gal), I would be at max GW with me as the only occupant of the plane with no allowance for luggage and pushing the forward CG limit. I know, I should lose some weight :). While full tanks would give me apmple fuel reserve, it would also exceed my bladder capacity (there are some things I just refuse to do in my Mooney unless absolutely necessary and using LittleJohn or equivalent is one of them). My typical mission is 2 adults with 30-50 lbs of baggage, leaving me with about 85 galons of fuel to stay within the W/B limits. So far, I have not had the opportunty to take advantage of the additional fuel capacity on this plane, but I have only had it for little of 1 year. However, folks with different mission profiles and larger bladders may find it worth the money.

Glad he landed safely and hope that he bougt a nice bottle of Scotch for controller who saved their lives. I tried couple different i-products in the past and was not impressed with them for use in cockpit. My preference is for purpose-built units, e.g, Garmin Area, etc. Of course, it is a personal choice and evey pilot needs to find what works best for him/her. One good argument for the G-products is the similarity of interfaces. My Aera760 and GTN 750 installed in the plane have very similar UI. In case the main unit goes out, switching to the Area as back-up nav will be non-event and lot less stressful than i-pad situation. I recall that i-pads have the tendencey to overheat and shut down in some situations. OF course, the battely life issue aplies to all portables. Having a connection to power source during the entire flight is, in my opinion, imperative, regardless of what unit one chooses.

I use pulse oximeter (Wellue Ring) to monitor sat levels (vibrating alert as the audio alert is useless in Mooney cockpit) and Skyox portable system in the back seat as a back-up for the ship's system. My main system in Bravo has the O2D2 on-demand regulator that will let you in know immediately if your O2 system is malfunctioning. The O2D2 box has adudio and visual warning. and you can also hear and feel the puffs of oxygen when in use. With constant flow systems, you have to look at the flow meter to see if oxy is flowing. Some people find listening to the puffs form O2D2 annoying, but I like it as a constant monitoring of the system. So far, I have not had the need for back-up system, but it is there, just in case.

I have a Garmin Aera 760 and use MyGoFlight Flex Mount (https://mygoflight.com/collections/mount-to-panels/products/flex-bolted-quick-release ) that is attached to the co-pilot's side of the panel. This mount allows to position the unit pretty much anywhere you might need it and it is rock solid. I did not like the yoke mount that came with the unit.

Had similar issue on my Bravo. Sometimes the boost pump would turn on when thhe throttle was advaced to foll open, sometimes it would not. After examining the miscroswitch in the engine compartment, i found that the rather flimsy lever actuating the microswitch was slightly misaligned. 5 min fix, no parts were needed.

I bought a "lifetime subscription" for charts and data from Anywhere Map (Control Vision Corp) years back as part of a bundle (tablet and subscription). I thing that I got about 10 years of updates out of the deal before the company went belly up. I really liked the software and user interface and the flight planning features. Any time someone offers "lifetime subscription", one should take such claim with a grain of salt. Although the "lifetime" was admittedly shorter than what I would have liked, I have to give the company credit for making a good faith effort to continue the service after they exited the business of selling hardware with data update bundles. I do not recall ever receiving any formal notice the the service will no longer continue, though. One day, the updates would just stop and e-mails or calls went unanswered. It was a good run, though. I think that I paid around $1,800 for the tablet and subscription bundle. Amortized over 10+ years, it was lot cheaper than Garmin subscriptions and, in my opinion, a lot better user interface than G has. Switched to Garmin Aera 760 after that. Almost the same price but no "lifetime" subscription. Nevertheless, I think that the Aera is a decent product with interface that closely matches that of the GTN 750 installed in my current plane.

Claybar works well to remove paint over spray from windshield and side windows. I have done this on a Bravo that I bought last year that was painted by the prior owner and and the shop did not mask the windows well. Followed up by the 4-step Scratch-Off kit from Spruce and the windows look almost like new. The windshield had some rather deep gouges on the inside (result of careless avionics work in the past) that could not be completely polished out due to poor access, but overall I am very satisfied with the outcome. Using Claybar as the first step helped a lot to remove the paint splatter and cut down on time with the 4-step process. Step 1 would remove the overspray, but the claybar was much faster. Nevertheless, lot of elbow grease was involved. I used Proxxon angle polisher (from Amazon) that is small enough to get into the tight space under the windshield. Good luck!

Resurrecting an old thread here. @HighFlyerDid you find out what was the source of the leak? What was the corrective action. I just discovered the same symptoms on my Bravo yesterday while changing oil (about 80 hrs on the engine SFRM). I checked all the top oil line connections that are prone to leaks, but all appears dry on top. REgards, Ivan

Don, It was a pleasure meeting you in person at the fly-in in Paso Robles this weekend. Your video was extremely helpful to me in transitioning from my old Mooney to the Bravo. For the value I got out of it, I could not care less if it was on Betamax tape in black & white . Fly safe! Ivan

Got the new lenses through Lasar (drop ship from Mooney). Now I need to find the time and energy to change them. Taking the glareshield off is a pain in my plane and I am not looking forward to it.

I think what matters most is what setup you are most comfortable with. Having a simple and convenient update process can, in my opinion, outweigh "saving" couple hundred bucks per year. If you fly often and your mission involves IFR flights, databases may not be the best place to skimp on.

My hangar does not have power and I use Solar Battery Minder for my Bravo (24V dual battery system). https://www.batteryminders.com/solar-aviation/ I have a 4 prong connector nest to the O2 port to connect the charger, but I do not charge both batteries at the same time (have a selector switch at the charger to pick which battery will be charged). There is a schematic published somewhere on MS for a connector that let;s one charge both batteries, but I decided to do one battery at the time to avoid any issues caused by different charge levels of the two batteries. The panel is pretty compact so you could probably use it at tiedown. Works quite well so far.

Thank you. I have the IPC & MM but for some reason could not find the part numbers. User error on my part . Need more coffee when searching IPC.

What are the part numbers for these?

Congrats and welcome to Mooney community! Hope you will enjoy the new plane in good health. Just remember that your family life will never be the same Your dinner table conversations will now be only about what new gizmos you will need/want, where to go, etc.. Also, say good bye to any disposable income, you just disposed of it for foreseeable future. I second Lance's advice on the Garmin Aera unit. It is a purpose-built dedicated unit made to withstand the environment in which it will be operating. It will not shut down on you in the middle of flight because of overheating, like i-pads tend to do if not adequately cooled (search various forums for i-pad heat issues). The Aera has very similar interface as other Garmin equipment which will make it easier to work with. I have GTN 750 in my plane and Aera 760 on a MyGoFLight articulating panel mount. These two units have virtually identical look & feel when working with them. Makes IFR flying a breeze. Granted the 530 interface is a bit different from what I recall from my previous plane, but still pretty similar in terms of symbols and colors on the maps, charts, etc. It may not play music, but I will take Aera over I-pad any day. Size may also be in issue in a Mooney cabin. That was one of my main considerations when selecting this unit. It is compact enough to be in my view without obstructing other stuff, yet big enough to display what I need. I think that I-=pad mini was similar size, but the regular size seems just a bit too big for Mooney cockpit in my opinion. Play with both and see what you like best. Fly safe!

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.