alextstone

Here's what I found: https://www.jpinstruments.com/FAQCategory/fuel-flow/ Does FF option require a JPI-supplied transducer? If the aircraft already has a three(3) wire type digital transducer, then the FF JPI can piggy back off that existing transducer. If this transducer is getting its power from another gage, then you would cap off the ‘red’ wire on the JPI FF harness and just use the ‘white'(signal) and ‘black'(ground) wires. Program the correct K factor into the JPI. (Shadin, Hoskins, Beech, and Piper have K factors of 84.00 to 85.00)" Follow up question: Does the JPI EDM 900 (0r 930) use the same harness / connectors as that of the JPI EDM 700? I am trying to decide whether to upgrade to the 830, 900 or 930...

Thanks!

Hi @Oldguy, (or anyone else) do you happen to know where I could find the details of the "method to split out from the fuel transducer into a JPI box" aside from calling JPI? Thanks in advance! Alex

Thanks for the great responses! @LANCECASPER, your feedback helped a lot! Did you install a JPI 900 in your plane? Do you have any photos if so? Thanks for the info on the GFC 500 / Aspen interface. My KFC 150 needs a little attention but after hearing from you, I will invest in that instead of a new autopilot.

Now that I have repaired all known deferred mechanical maintenance in my Bravo, I am starting to plan a three phase panel upgrade ( Phase 1: engine monitor (most probably a JPI 900 or 930) and rearrange/eliminate existing instruments Phase 2: second Aspen 1000 Pro and upgrade to MAX Phase 3: possible upgrade to GFC 500 autopilot Here's what how my panel is arranged now: I found a mention in the Mooney Bravo parts catalog for both a blank instrument panel: Does anyone have experience with this generic panel? What are your thoughts as to cost, etc? Also, there is a mention of a REDUCED PANEL CONFIGURATION (see below). What is this? Is it possible to somehow lower the height of the panel and gain better visibility as is case in GX models?

I am both amazed and somewhat jealous of the experience you speak of, @kpaul !

I do but it's just a JPI 700... No MP, FF or RPM Sent from my Pixel 3 XL using Tapatalk

I should clarify...by "off scale" I meant above 2575...I did not take note of exactly how far above unfortunately though. I should have been more clear in my description. I read the SB...ominous stuff. I will think about what to do next and I will call Jewell also. Thanks for all of the good advice.

The overspeed was off the scale but I reduced RPM within a couple of seconds. It was unstable intermittently after that.

I had a prop overspeed condition last week that was difficult to manage. My mechanic removed the governor and sent it off for inspection and possible overhaul. I just learned that the casing is condemned so no overhaul for this part. Does anyone know of a shop that might keep one on hand already built up?

Is a good idea in my view of you set it up BEFORE the commencement of the approach :-) Sent from my XT1585 using Tapatalk

Oh, and I prefer to “fling” my approaches

You mentioned the display being cluttered. When fling an approach, i like to switch from the HSI 360 degree Mode to the arc (120 degree) mode and I change the items displayed to eliminate data I do not want to see. Have you experimented with these options?

Hi Rick, Yes, the nuts needed to be re torqued...so I think you are right about the source of the leak. This was the first oil change I did, at 20.2 hours since the last one. I am doing them every 25 hrs or less as recommended. Alex

I'm new to Bravos, too so take my info with that in mind. Around 60K should get you a good overhaul from what I understand. As was mentioned, the Lycomings have a reputation for more durability than Continentals. In my case, although I had a pre-purchase and annual inspection before delivery, I discovered a cylinder that was losing compression due to a failing exhaust valve. That cost about $3.5K parts/labor to overhaul. Turbos in general seem to be good for about 1000 hours. My turbo overhaul cost was about 3K plus labor. The exhaust system also seems to need IRAN / overhaul at about 1000 hours and there are some components that can be expensive, but this is not necessarily a Bravo-specific problem. There are other AD's and SB's to consider of course. Others on this forum are more knowledgable so keep asking questions!

Welcome to Mooneyspace!, Last September, I purchased a FIKI 95 Bravo with lots of avionics upgrades, long range tanks (7 hour endurance!) and almost new paint for a number that is very close to your budget (2400 hr TT, NDH, 1100 HR SMOH). I have invested another 20K since purchase in handling some "deferred maintenance" issues. I've owned a 93 J Mooney, an '05 Ovation 2 and an '07 Acclaim Type S. For what it's worth, here's what I have learned: 1) I do not enjoy turbulence for extended periods of time so a turbo really comes in handy. 2) I want to safely dispatch in most weather conditions so FIKI is a must (and turbo). 3) Airplane maintenance is expensive in general and the Bravo has some peculiarities that raise its maintenance costs somewhat higher (25 hr oil changes, expensive engine and components). Someone else wisely pointed out that although these airplanes are in the 200K range, a comparable new aircraft is 750K so you can reasonably expect the maintenance costs to be reflective of an airplane worth 750K. 4) They all go reasonably fast, some faster, higher and farther than others. Pick one that fits 85% of your mission profile, is within your purchase AND operating budget. Fly commercial the other 15% of the time. Have fun researching and as my wife says, "Sometimes it comes down to not making the right choice but making your choice right".

Yes, of course. Just more data, but reassuring to some degree if you are sitting in my position.

By "blood test" I am referring to the first oil analysis I have ordered since I took delivery of my 95 Bravo in September. Since that time, I have flown her 70 or so hours, replaced one cylinder (burned exhaust valve), had the turbo and the exhaust system overhauled, installed GAMI's and fine wire plugs and learned to fly LOP. I was nervous about the oil analysis because before I purchased this plane, she had been flown WAY too infrequently over the past 10 years. The second sample is from 10 years ago...

I'm no expert but the thing that would worry me the most would be the engine (and oil) temp on startup. A thorough engine preheat would be a must for each leg of the trip.

Thanks, Bob! After talking to @kpaul about it today, I put it on my calendar...see you there!

My son, Jack and I had a great time meeting up with you all! I hope that I can join the caravan to Oshkosh this year! Alex

@carusoam, do you have electronic mag(s)? Anyone else? Are they more reliable in reality? Do they improve performance or efficiency as the manufacturer claims? Or, are they an expensive alternative with no "proven" benefit? Alex

Man, that is very interesting! Yet another way for me to "invest" in my airplane. Last night, my wife and I were watching TV as I leafed through a flying mag. I stumbled on an ad for a single engine very light jet. I wistfully mentioned that if we suddenly come into LOTS of money, I'd like to trade up. Then, in a flash, I corrected myself and said, "no, I'd just like to have lots of time and money to fly my Mooney and install upgrades." I'm so prudent sometimes I surprise even myself.

I have follow up questions: How do you clean an engine? What is safe to use and what is not? Can you use a small steam cleaner to get at the hard to reach areas?

Thanks. The entire exhaust system was overhauled 45 hours ago and the v-bands were replaced at that time.