PeytonM

As you can see from my posting above, I had all sorts of weird symptoms. I went around and around with JPI, including buying and installing a new transducer, which still did not fix it. After confirming that it was the display head (temporarily replaced it with a JPI loaner), I sent my FS450 display and they found a bad connector/board. It was replaced and it works like a charm. And JPI confirmed my “old” transducer was fine (and the unit had been in my airplane for 25 years/3000 hours!)

https://mooneyspace.com/topic/32673-jpi-fuelscan-450-erratic-issue-resolved/page/2/ I went through all kinds of rigmarole, even replacing the transducer. (JPI returned the old one to me; it was fine!) Turns out it was a bad connector board on the FS450 display. Good luck, Peyton

My experience with the USB download box is recent, last week. I hadntried the instructions as written, and never could get it to work. My problem was different than yours; I could go through all the steps. The JPI700 would count down to zero like it was downloading, but there were no data on the thumb drive. (The clue was that the green light was not flashing during the download.) However, I was always able to get to the “Dump” command on the 700. The following is what I do, and it is contrary to a poster above, and JPI’s instructions. Anyway... Insert thumb drive into the USB box, plug the box into the data port, plug the cigarette lighter plug into the plane, and THEN turn on the power and fire up the JPI. You should see both lights on the USB box “on.” Follow the “button pushes” on the JPI outlined on the Instruction Sheet to get to the “Dump” command . I’d select “All” for the first time. The green light will flash and the JPI700 will count down to zero. Give it 10 secs or so to close the data file before shutting everything down. Good luck.

Is there a 2020 code? I already have mine, but I’d like to get a couple for friends...

I have an ‘89 J with its original interior, including the fabric upholstery. I figured it’s finally time for an update, and as a first step, I am considering a switch of the upholstery to leather or a combo leather with fabric center. Although I’ve been very satisfied with the wear and comfort of fabric, leather seems to be more “modern;” after all, that’s what manufacturers invariably put in new aircraft. However, I’ve seen many leather interiors in new, expensive airplanes with sheepskin covering on the leather! What the heck?! My concerns go back to comfort, especially in the summer, and wear. Since my plane is hangared and I’m based in Chicago, maybe wear would be a non-issue. I’d appreciate any experiences or thoughts on your upholstery, leather or fabric. For example, what and why did you pick the upholstery material, what did you learn, and what would you do differently. Thank you in advance for your input.

I think I remember an article in AOPA Pilot a few years ago that recommended an oil change an an extra pint of Camguard right before an extended storage, which I would interpret as longer than 1 month. I think Mike Busch has written on this subject, too. I had hip replacement surgery a few years ago, and was AOG for 8 weeks, and I did an oil change plus extra CG. I even used desiccator plugs, which may have been overkill. It was wintertime in Chicago, so RH was low. The trouble with any of these recommendations is that there is little data supporting them. Storage conditions during extended work on the plane vary across the country, and there is seasonal variability, too. if you do oil analysis, you can follow iron to see if there’s a pop after extended storage, and then worry about THAT if you do. I’ve not seen any variability. And then do you change the oil at 4 months, even if the plane sat idle for 2 months?? At the end of the day, it’s what YOU are comfortable with.

I did..

JPI found a bad connector on the instrument; it’s on it’s way back to me. Fortunately, my own instrument does not have software with “%horsepower,” so I won’t need to worry about that. (I was seeing 81%H at 6000ft, 8°C, 24x24, 10.8 GPH on the Loaner FS450; I don’t think that’s possible.)

My relay failed on my 89 J a few years ago. The symptom was that the radios came on when you turned on the Master Switch. The Radio Master position “on” or “off” was irrelevant. I understand that the relay fails this way so that you always have radios; makes sense. I can check my records on this. Many A&Ps unfamiliar with the Mooney setup will try suggest adding a second Radio Master switch

Just had mine done today; no issues. Very pleased.

RESOLVED: after replacing the transducer, shaking down the wiring, our last resort was that the instrument itself was the problem. JPI provided a loaner FS450 instrument, and we installed that Wednesday. I flew Thursday and the readings were perfectly stable; problem solved! JPI will repair my instrument for flat $100. Thank you to Tim and JPI staff for their patience and support. I especially want to thank David (sabremech) for the hours he put into this project. BTW, the software now reports %horsepower (??) on the FS450 during its read-out sequence. My 19 yo FS450 did not offer that, and frankly, I’d like to turn it off. Any ideas? Also, JPI checked out my old transducer, and it’s fine (of course), so I also have an extra transducer.

Terrible weather between Chicago and LAL. I gave up. Lela rescheduled me for Ft. Worth in June.

I had the fuel flow transducer replaced with new. It did not resolve the issue.

In my experiment above, after I slowed the airplane, the fuel flow decreased as you would expect and the readings stabilized in the 8-9 GPH. I then applied WOT; the fuel flow immediately increased to the expected flow, and the JPI reading was stable. As the plane accelerated through 130KIAS, the JPI reading became erratic again.

I did the following experiment today. At cruise with the JPI 450 jumping wildly, I gradually reduced speed. At around 120KIAS, the JPI started reading correctly! I brought the power back up and the JPI started jumping around like Jack Flash around 130KIAS. I also noticed when I slowed for approach to landing, it read correctly. I guess it’s a loose connection.