cbogie

I understand. But is it more likely that all 6 of my CHT probes have failed and are reading too low ( with about a 20 degree spread high to low ) , or that my CHTs really are in the 300s in cruise. ? I am going to put a few of them in boiling water this oil change.

I read numerous posts in this forum about trouble controlling cylinder head temps. That has never been my experience and I am beginning to wonder why my Bravo might be an outlier. At 29/2400 and TIT of 1580-1610 I rarely see CHTs in the mid 300s at cruise. More commonly low 300s. Cowl flaps seem to work correctly and are in adjustment 1. Do CHT probes get lazy like the TIT probe ? 2. any other ideas why my CHTs are lower? 3. What is an acceptable cooling rate when initiating a descent ? I usually back off 1 inch of Manifold pressure and initiate a 500 fpm descent which gives me a 10-20 degree per minute initial cooling rate thanks for the input. Charlie.

If you are at OSH and want to see it, this assembly was under the table and I had to ask. It wasnt on display although they were very happy to let me examine and take pics.

Said they are making them in multiple sizes for multiple aircraft. Design is the same. I didn’t ask if this example was the correct diameter for the Bravo. Multiple spring washers under the head of the cap screw to allow for expansion. Small hole on each side to safety wire the head of the cap screw. They report no failures in their testing so far.

Just spoke with GAMI team at OSH. This is their new replacement clamp. Looks stout. They said FAA is facilitating their approval process and they are “close”.

I am in need of a baggage door that will fit my Bravo. Anybody have one on the shelf or know where I might find one? I am aware of the difficulty in fitting a used door, unfortunately, Mooney is four weeks lead time.

repost to engine monitor group. Anyone else seen this scenario???? EDM 900 fuel pressure shows a red X only when boost pump is on. Shows normal indication when running on engine driven pump only. Ideas.?? Sensor going open when at higher pressure?? trying to reach JPI now.

Anyone else seen this scenario???? EDM 900 fuel pressure shows a red X only when boost pump is on. Shows normal indication when running on engine driven pump only. Ideas.?? Sensor going open when at higher pressure?? trying to reach JPI now.

The resources in this group are remarkable. Above Duane Baker supplied the part number and phone number for the precise flight speed brake electric motor. Mine failed a few days ago. The person answering the phone is still Dennis as quoted above. The price is $87 plus shipping. Do not supply the part number that is on the electric motor in the speed brake. The one that is printed on the speed brake is the OEM part number and they will not sell it to you. The updated part number is GM8212–12. The only difference is 12 inch electrical leads on the electric motor rather than solder terminals.

Has anyone found a source for the NH1009399-10 clamp? ACS still shows them as out of stock.

Group, My Bravo has a recently failed Hobbs meter that has three wire input rather than the two wires that I am familiar with. Red, Black and Blue. Based upon the wiring diagram, it looks like it has ground, Power (from the original Tach circuit breaker) and an output from the original tach back to the Hobbs (presumably to only activate the Hobbs time above a certain RPM. Questions : 1. Does the current JPI EDM 930 supply the signal back to the Hobbs to activate it above a certain RPM? 2. Given that the JPI is certified for primary replacement and has an internal Hobbs function, do I need to even worry about replacing the original analog Hobbs? Thank You Charlie

Found C&L aero in Redding Ca. They have overhaul capabilities. Jeff quoted $625 for the pressure reducing regulator ( with the on/off valve) and $1100 for the altitude compensating portion. Also commented that altitude compensating portion is unlikely to need overhaul. He reported that due to a DOT ruling, our spun kevlar bottles can now be extended to 5 years between hydrostat testing ( not 3 years as before).

Found C&L aero in Redding Ca. They have overhaul capabilities. Jeff quoted $625 for the pressure reducing regulator ( with the on/off valve) and $1100 for the altitude compensating portion. Also commented that altitude compensating portion is unlikely to need overhaul. He reported that due to a DOT ruling, our spun kevlar bottles can now be extended to 5 years between hydrostat testing ( not 3 years as before).

Thanks for the lead. They have inspection capabilities but NOT overhaul. Ill keep looking.

Has anyone recently been successful in finding a source for overhaul on the built-in Scott regulator in the Bravo? Part number 801765-00. I have found several for sale but with tag dates that are a few years old. I have also called aviationoxygen.com (Phoebe, the "oxygen lady") but they are unable to overhaul at this time. There is nothing wrong with mine but I suspect it has not been overhauled since it was made. Bottle is out for hydrostat and I wanted to get both done at the same time. I realize there have been several threads but I was wondering if anyone had service recently?

Stall warning sounded in a gust of wind upon rotation the other day and the vane stuck up (activated). Had this happen on the ground once before, microswitch stuck closed and flipping the vane up and down a few times turned it off. Sound of the horn blaring continuously was distracting so I decided to pull the Stall Warn circuit breaker. Pulling the breaker DID NOT turn off the horn. Back on the ground, I was able to turn off the horn by pulling both the Stall Warn and Gear Warn CBs. (They share the same Horn, I believe). My question for the group: Is this correct? Is it necessary to pull both CBs to quiet the horn, or is there an electrical gremlin?

Thank You for the excellent replies.

I did check and all the EGT and CHT probes are JPI branded as well. mine is the JPI 900

Don’t have my POH handy , but this is not my experience. Mine flows just fine at field elevation of 1275. It’s how I check it before launching into the rarefied blue yonder.

New owner trying to carefully and conservatively lean my new Bravo. Could never get a TIT reading above 1620 at any power setting or altitude. JPI tech service suggested putting the probe in freezing water and then boiling water. “If it accurate at 32 and 212 it will be linear all the way to 1900” , they stated. Well, my probe read 34 and 206…….if you plot that out , you get about 100 degrees low at 1700, which approximates my error. Called back JPI to report my Alcor probe model number which got the reply “ What!!?……we make and use our own probes. “. installed the correct JPI probe and now TIT numbers are as expected. I suspect a previous owner had a probe fail and had original ships probe still sitting on shelf …..since it fits, it must be correct …..right ? Anyway , jpi and alcor probes are not interchangeable, at least for TIT.

Here is what mine looked like after cleaning with mineral spirits and medium bristled brush. Original cooked-on oil left these brown stains on the exhaust and V band. Source was #4 oil injection fitting as described above. Leaking oil flows through cooling fins and is difficult to see from above.