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we don't even know if he did a fuel sample from each tank yet, that could explain things..I'm just glad they they are ok and the aircraft is ok..

MOTIVATED SELLER

Motivated Seller has reduced price to $1,749,950

You might consider checking the vent lines on the fuel tanks for an obstruction or partial obstruction. With the fuel boost pump on, or at low power setting, the engine may be getting enough fuel, but at high/takeoff power the engine driven fuel pump without the boost pump may not be sufficient if the tank vent lines are mostly obstructed. Of course, you could look at the wing you’re drawing fuel from and watch the tank area start to collapse if the vent line is mostly obstructed.

I have learned to shake the wing when i show up to preflight and do a full gats jar each wing

Your reply SHOULD have been....During preflight when I sumped the tanks, there was no water in the samples..So, did you sump the tanks?

How big are these? They look kinda like it would hold only one mask or maybe a couple cannulas? It didn't have dimensions but didn't look big enough to hold a boom cannula...or will it?

I usually fly with the back seats out...but stuff in the hat rack is very difficult (not impossible) to snag in flight...certainly not the smartest idea to crawl back there when I'm alone! Was thinking that something easy to keep in the hat rack when not needed, but also easy to attach to the seat back might be a great compromise. With seats out, things have a tendency to slide backwards just out of reach! Thinking of trying these (below) with the head rest post through the D-ring, one on each post. Then I can take a small bag sized for the masks with a handle and hang using the hook and loop end. Was thinking that a "toiletry" bag might be the perfect size to fit 2 masks and cannulas? Most utility pouches that I've come across are either too small, much too compartmental/divided, way too "tacticool", or way too big...toiletry bag size might be "just right." Of course I could also just hang one or two of the Mountain High zipper sacks as well...they came with the masks and are large enough to put quite a bit in; just no separation or dividers. The Precise Flight case @Rick Junkin linked above was kinda what I had in mind but $79 for a pouch is OUCH!

Nah, I merely pile it in just one back seat! On the ‘never yet happened’ four passenger situation it’ll just all get pitched into the baggage area

I used the A/C 100 2 1/4"round in my D/C model with a Dynon HDX (NOT IFR) Works fine for the cost The install is pretty easy also. Very good VFR to light IFR unit The buttonology takes a little getting used to but not difficult. For heavy (low ceilings and many IFR flights) I'd spend the money for the Garmin JMO

But, on the rare occasion that there is a back seat passenger, you have to clean up the back seat and put it all into he box.

My avionics installer is trying to find a copy of the DAC GDC31 GPSS roll steering AFMS/AFM document. It turns out the manufacturer has stopped making the unit and claims to not have that paperwork anymore. Go figure. Might anyone have a copy of this document? Jeff

try an inland airport

Back seat is my storage area of choice

I'd be VERY curious how many hours the seller put on the plane in the year, or less, that he owned it.

I have a small cardboard box in the hat rack with the flaps cut off. It has been working well for 20 years.

Why did the Seller sell the plane right after purchasing it? Same issue and didn't tell it to you? I wouldn't consider flying in that plane until I had a definite reason for the engine failure. What kind of confidence in the plane can anyone have in such a circumstance? Suppose the engine had quit right after takeoff at 400 feet. You had a lucky day.

Yes, build a stack of something (boxes) right under the tip on the bottom so it is less than 1/8" and tape a piece of paper to it. Mark where the back of the first blade tip is on the paper then rotate 180 and mark where the second is. I forget what the spec should be but, if I recall correctly, it should be less than 1/8".

Were there any items that showed up in the pre-buy that required work right before you picked it up? Who did the pre-buy? Who did the work identified in the pre-buy? Who did you pay to comb through every detail of the logs to see what kind of maintenance it has had, especially in recent years? Someone really good at going through logbooks and with a lot of Mooney experience can sift out airplanes from ever going to pre-buy. If this is the airplane I think it is it has bladders not wet wing tanks, so tank sealant that you describe wouldn't apply. However bladders do not have an indefinite life. When you filled up right before take-off, did you sump the tanks? Did you find anything? What model Mooney is this? (so we know whether it's a fuel-injected or carb Lycoming or fuel-injected Continental) Why didn't the Seller tell you he had a fuel related issue on take off 5 days earlier? If he had a plugged injector that would be the first place I'd look - something is coming apart and is in your fuel lines. It could be the bladders if they are old and it sat for years outside in the heat. Immediately I would ask the Seller for your money back. There is enough negligence on his part for not disclosing what happened 5 days earlier. Get out of this one as soon as you can and let him re-sell it if it's such a great airplane. Don't let his problem be your problem. (If it's the airplane I think it is, according to the FAA the person you bought it from, Thomas Boardman, is an A & P and an ATP with a 737 Type Rating. He does not want complaints to the FAA or his employer. If he is an honest seller he will rescind the deal and let you walk away.) - - - - - Is this the one you bought from the guy (Thomas Boardman) that bought it in 2024 (Conrad) who bought it out of annual and according to him "got a great price on this airplane)? : https://www.flightaware.com/live/flight/N79338/history/20251009/1601Z/5B2/5B2 When it was for sale in 2024 the Seller said, "Whoever gets it next needs to be ready for the cost of an overhaul, but I hope they also feel like the price I'm offering is a good deal that can be the start of a great relationship for someone who wants to spend their time and money taking care of this amazing old plane." Most people buy an airplane to fly, not as a project, which is what he was hinting that this one was.

Frankly, even WITH the engine data it's going to be anybody's guess went wrong. That is, just exactly what specific engine data is going to discern between water in the fuel and blockage due to crud?

If it was water it's likely that it got in through the filler cap if the o-rings are deteriorated, which isn't unusual. If the aircraft gets stored outside during rain this is definitely something to keep an eye on.

The whole problem with Swift and this ASTM debate is that it has the process backwards. Look at how other aviation fuels are certified - CAAFI and ASTM. Fuel Qualifications | CAAFI | Commercial Aviation Alternative Fuels Initiative Engine operability/testing and FAA Approval is done BEFORE ASTM process approval. Not after like Swift have announced. Engine testing/operability is done with the engine manufacturers. All Swift says is "proprietary testing". That doesn't sound very transparent. What the hell has Swift been doing the last 7 years since they dropped out of PAFI? The FAA said that engine testing was about 30% complete when Swift pulled out (see Gen Aviation News article below). Why didn't they continue engine testing to prove it was a viable product before ASTM review and approval (which is just basically supply chain approval)? From 2018: Completion of unleaded avgas testing pushed up another year — General Aviation News Swift Fuels’ Unleaded Avgas Certification Here is a graphic of how other aviation fuel is approved from "Use of Sustainable Fuels in Aviation—A Review" 2022

Ditto, sort of. I have two of those. Each one contains a complete Precise Flight setup for each of the back seats to plug in to the ship O2. I have one of these https://preciseflight.com/product/premium-hard-shell-case-x3-demand-conserver/ that contains two X3 demand conserver setups for the front seats. They all fit into a small zipped duffel that resides on the hat shelf. Truth be told, my X3 setup is always in place and hooked up. And no, I've never had 4 adult people on O2 at altitude at the same time. I got all of that gear in my "new owner exuberance" with visions of many high altitude cross countries with friends in the back. Ain't gonna happen.

my console looks the same too, 75F model except below the lighting where the vent is. Here’s a picture of mine if it helps you. Black knob also.

We are a full page into this which out knowing what engine? If lycoming. What is the idle mixture rise? I have two Fuel injected Lycoming’s quit on Mooneys. Both I had previous issues with idle mixture response and adjustments not working. Thankfully only one was inflight. both required new fuel servos. -Matt