N231HZ

Mystery solved! It was a faulty wire going through harness into back of JPI. I installed new G430W, radio stack and transponder. The installer ran wires over the edge of bare metal. It rubbed the wire and caused a short and loosened the wire from JPI. My avionics guy said when he installs the G500 and MVP-50 he will clean up all the garbage from previous avionics shop. Hopefully no more issues!

Bob I'm just flying the hand I was dealt from previous owner (lol). At the end of year I'm adding G500 with MVP 50. I'm actually a minimalist and want to clear the extra junk off my panel. With that being said I'll have a few instruments coming up for sale. I went to hangar on lunch break and as Don predicted the wire harness was damaged to connector and the knife splices connecting wires were elcheapo. Going to replace them with high quality ones and hopefully resolve problem.

I just spoke with Don Maxwell. He suggests the transducers piggy back and share. He thinks maxing the K-factor and checking hoses for debris may solve issue. He also suggested to check the connectors at sensor. The connectors get brittle over time and sometimes get broken or damaged. He said there are 3 wires going into a connector located on the pilot's side top left corner which cause a lot FF instrumentation problems. He said to check and replace these if necessary. I'll post an update soon.

Marauder, it's a 1979. I'll have to look and see if it's a Shadin or Hoskins,

Yeah it would be odd that both transducers errored simultaneously.

teejayevans. I always climb rich and lean once leveled off. Never had any issues. I was trained by one of the best! I ferried Mooneys for 5 years for Don Maxwell at good'ole GGG.

Thanks Jose. I'll tell my A&P to do that.

chrisk. I was climbing at 2600 RPM and 36". All CHT temps were between 320-380. Also, with the previous flight involving 2 RTB's due to engine problem I've been hyper senstive :- ) Most of my flying has been IFR ending with instrument approaches so the fuel flow really got my attention. I'm hoping it's just in the instrumentation but the fact I just cleaned fuel injectors and the problem showed up makes me think it could be something else.

Bob, thanks for reply. All other instrumentation was indicating normal temps (EGT/CHT). I assumed the analog gauge and JPI were receiving information independently. So it baffled me when both gauges were indicating incorrectly. I assumed it was related to the removal/re-installation of fuel injectors.

Hello everyone! This is my first post on MooneySpace. I make routine trips from ATL to BTR. A few weeks ago the motor coughed while climbing through 10,000. I returned to airport to speak with my A&P, pull cowling, and look around. We couldn't find anything so we did a long run-up and short maintenance flight (no problems). Once again I departed, and once again climbing through 7500 the engine coughed. I returned to airport and did another maintenance flight with my A&P. This time we climbed to 7000 feet and shortly the engine coughed again. We did mag check and isolated problem to right side mags. We landed, changed all spark plugs and problem disappeared. I decided to have him clean fuel injectors later that week. Next flight my analog fuel flow gauge showed 6 GPH during climb (my JPI showed same). It SLOWLY started climbing all way up to 50 GPH and then slowly worked its way down to 12 GPH and stayed there remaining flight. On my trip home it did the exact same thing starting at 6 GPH all way to 50 GPH and then leveling off correctly. Any thoughts? Thanks!