Horis

Thanks for all the suggestions. I will keep you posted. No doubt there were installation issues. So Many!! The NAV antenna was connected to the com and the comAntenna was connected to the NAV and many more. (if you are having an installation done if you are having a installation done in Texas contact me and I will tell you how in Texas. In TX contact me and I will tell you who not to use)We have already found that the CiES sensors were installed incorrectly. They were rubbing up against the sidewall inside the tank, which did not allow full travel. That has been corrected now I have to spend the time and money to have them recalibrated. I’m on my third pressure transducer and second fuel flow transducer.

Use the Garmin 275 instead it’s smaller and easier to fit in the panel

I put a JPI 930 in my M20M about two years ago and I’ve had constant problems. The fuel pressure comes and goes. The fuel flow comes and goes the fuel quantity does not work well even though I put the CEIS sensors in. Currently, I have no fuel pressure reading and JPI has been less than helpful at this point. I could not recommend using this equipment and would recommend using the Garmin 275. I am still working on this with JPI. Does anybody else have similar problems?

On the left side where it is front of your scan. Who is doing it for you?

anyone have an idea of a cost on replacing the landing gear biscuits on a Bravo?

Long range tanks and 55 knot tailwind

Long range tanks

I have Monroy long range tanks. I guess I forgot to mention that. Sorry

You will love the speed! I flew mine nonstop from Burnet Texas to St Lauderdale FL in 5.5 hours non-stop (not sure I would have done that with a wife) and from phoenix to Burnet TX in 3.75 hours!

Good luck to us. I just took a bunch of unnecessary weight out of mine in old avionics and wire but am not where I want to be. I am going to tour the Mooney factory and will ask when I am there.

I bought one last July and have spent quite a bit on it resealing the fuel tanks, adding a new panel with G500 autopilot, JPI 930 engine analyzer., replacing all hoses in the engine compartment new oil cooler, rebuilt mags, new started switch, relay and starter. During the avionics work, I had them remove any wire and other equipment that was no longer needed which amounted to about 100 pounds. I have de ice, so that reduced my useful load some. Look closely at what you are planning to buy and get a mechanic that has no relationship with the broker or seller to evaluate the plane carefully. They are fast. I flew to Ft Lauderdale from burnet Texas non stop in 5.5 hours and had 20 gallons of fuel left and did not go over the ocean. Coming back against the wind took about 6.5 hours and required a fuel stop. I flew back from Phoenix to burnet in 3:45 at 21000 ft. You will love it!

My mechanic just replace all of mine. I had it done because I had an oil line fail in flight a number of years back. After getting it done, I started cutting the old hoses to see what shape they were in. When I cut the first one, and found out they were all steel reinforced, I kind of felt like I had wasted my money. The one that failed was an old ripper hose.

I am happy with their work otherwise. The proper position of the gauges is on the outboard side of the panel. My only complaint is that to not void the warranty, I have to take it back to FL to get the panel turned around. I guess I’ll schedule a golf trip to FL.

Wing fuel gauges. My left one reads 26 gallons and there is 41 gallons in the tank. The right one which was installed backwards (with the gauge on the inboard side and the gauge upside down) reads 28 gallons when there is 31 gallons in the tank. They are both in error on the correct side, but one is too far off and the other has to be turned around. Thoughts please. Also thoughts and experiences with WetWingologists??

I just had my fuel tanks stripped and sealed by a nationally known shop. They inadvertently put the wing fuel gauge incorrectly in one wing. The one he says is correct is off by about 14 gallons compared with a calibrated dip stick. The one that is incorrect is only off by about 4 gallons. How accurate are these gauges and how were they originally oriented relative to the cockpit?? Could the float have been oriented incorrectly on installation of the one that is correct?

In my M20M I can have 30 gallons in the tank before I get 0.6 inch on my manual fuel hawk. I use it to measure the actual amount of fuel then fly by time and GPH. I recently landed and indicated 5 gallons in the right and 10 in the left. When I added a specified amount of fuel to each wing and measured, I actually had 11 gallons per side. I am putting in a JPI930 and hopefully it will be more accurate than the factory gauges. I will still measure with the fuel hawk and fly by time to be safe.

How much should I expect to pay for resealing fuel tanks on an M20M 1993 with Monroy long range tanks? Any recommendations on shops that will give firm quotes and stand behind their work?

Anyone have experience using slips to landing?

I have a TIO-540 in a Bravo. I have seen a lot of data stating that LOP is better for your engine and saves fuel. The scientific data looks good, but Lycoming is adamant that you should never fly LOP. Let's hear your experience.

I have a 1993 M20M and I am putting in a Garmin 500 autopilot, a JPI 930 and changing the attitude indicator to a G5 (already has a G5 HSI) and I am removing a King 150 autopilot, two almost new gauges a MP and Tach, the vacuum system, a non-primary Insight engine analyzer, the original engine instruments. Is there any market for this used equipment?

811.87

No AC does have tks. UL is 811.87

I just got home with my 1993 Bravo and have been diligently reading the POH and it appears that with full fuel, I would have to weigh 97 pounds to legally take off with no baggage. What is the point of having long range fuel tanks????

seems like the sellers broker found one.