Factory Oxygen Replacement Options

[Bob]

I took my oxygen bottle in for a hydro test and the regulator was damaged.  Looks like the shop will make good on their mistake.  I am looking into other options, besides repair, for the long term.  My O2 bottle is 10 years old and needs a hydro test every 3 years.  The regulator is 33 years old and is very expensive to repair when needing service. My Mooney is a 1980 K.

 

Option #1- Replace the regulator with a overhauled unit from a FAA repair facility and maintain the risk in the future of regulator repair costs as well as a hydro test every 3 years and 14 years of life left on the bottle.  But basically be where I was last week, since my regulator was overhauled just 3 years ago.

 

Option #2- Upgrade the complete onboard oxygen system with a new system.  I can sell my damaged regulator and used tank for $900 (I already have a buyer available) and add the $3300 from the company that damaged my factory regulator.  This, after adding a few$$$?, will give me a new system with composite bottle and a hydo test every 5 years and 15 year life.

 

Has anyone upgraded their onboard oxygen?  I talked to Precise Flight today and they said they only have an STC for the M, S and R.  What paperwork process would be needed?  Any thoughts and sources are greatly appreciated!

[M20F-1968]

I did all of the above and more and have a new O2 system installed in a 1968 F model.

 

I started with an O2 system taken from an Ovation.  Installed the mechanical parts to support the system in the airframe.  Then changed the original O2 bottle to a 50 cubic foot size, and had the regulators rebuilt.   This was all done with DER approval.  Then I wrote a new POH given that the O2 bottle size was different from the original and that had to go to the FAA for their approval.  Now I have an installation which is legal, with a composite bottle (15 years) with hydrostatic test needed every 5 years.

 

John Breda

[kortopates]

There shouldn't be an issue installing a kevlar tank in the Mooney K model. The Mooney IPC oxygen section includes for example a 115.7 cu/ft tank option. Installing a kevlar 115.7 cu/ft tank, say from Aerox, only need a logbook entry from your A&P, eventhough the IPC doesn't

spec a kevlar bottle - a minor mod. The DOT, not FAA, specifies testing requirements, services life and manufacturing protocol. So you want to make sure its DOT approved by seeing its stamp - but frankly that's not a concern buying through any aviation source. http://aerox.com is very popular, also there is mountain high http://mhoxygen.com/ .

I use the kevlar tank, have too since I use the large size and our K models are so very weight limited-every pound counts! I personally wouldn't want to replace the regulator though due to its expense, just conitnue to get it serviced periodically - like evey other hyrdo.

[Bob]

Thanks for the thoughts and sources on this!  I think I am going to stick with what I have and repair and overhaul my regulator.  A few factors were:  paperwork & approval, my current tank age, labor to change to a new regulator and larger tank and also a negative effect to reducing weight.  No typo, if I reduced the weight of the oxygen bottle with a Kevlar unit, the aircraft would be forward of the balance window.  Currently, I am on the forward line of the window with one or two seats filled.  The 3 blade install about 10years ago did that.

[kortopates]

Bob, review you planes service manual for the K - see figure 8-1 on Charlie Weight installation or attached. If your CG is that far forward you're experiencing degraded cruise performance and a unusually heavy nose during the landing flare as you pull back on the yoke - even with full up trim. If so, installing the appropriate Charlie weight will rectify this for you and move the CG back to where it should be.