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If someone resealed the tanks make sure the outlet tube SCREEN is not covered with sealant. I've seen this before when tanks were resealed Once inside make sure the drain holes in the bottom of the ribs are not covered with sealant blocking water from moving to the low point in the wing (sump area). This is also a SB from Mooney.

In the questions and answers section, there are 3 reports.

Reading everything they released recently they do indeed sound confident they have something that works for the entire fleet. It has brought back some cautious optimism for my Bravo, I have to say.

Since DAC international is now owned by Private Equity which has no interest in supporting legacy equipment like this, why not post it in the Downloads Section? Odyssey Investment Partners LLC acquired DAC with about 10 other companies and rolled them up to form "All Clear Aerospace and Defense" . Just like Arcline Investment Management did with Hartzell and others. And like Vance Street Capital did, forming "Sierra Victor" by rolling up McFarlane, Tempest, etc. And like Extant Aerospace with WX500 stormscope. Their strategies are all the same - to squeeze (screw) aviation owners as hard as they can.

This is true in Europe where we have the nanny state but you have this because of your litigious culture. To us Europeans it's downright crazy the lawsuits you have. You just sue over anything to get a payday. And you can just file frivolous lawsuits as just the mere threat of having to pay to defend is sometimes enough to get a settlement because the loser doesn't have to pay the legal costs. Crazy. It's this that did you in. It's this that your regulators tried to solve to at least keep some of the companies alive that got sued into oblivion by greedy widows.

If your mechanic insists on pulling panels, have him pull the bottom panels. It won’t make the top of the wing ugly.

You just have to order something on line that comes in the right size box.

Thanks for all the suggestions, It is working well again and seems very likely it was the red disconnect switch. The red disconnect has a screw (round aluminum) on base that was loose and apparently causing it to fail a self check in the air. It may have been just loose enough to pass on the ground but fail in the air. simple twist fixed it. If it ends up having a problem again and is something else I'll post here.

What model? Is this fuel injected or Carburetor? "The AP is going to pull the top panel off the tank and clean out the entire tank. He's very confident that this will resolve any fuel pick up problems. " Check the filter at the Electric Fuel pump and the finger screen on Fuel Servo. This will tell you more than pulling tank panels.

PM me your email and I’ll send you a copy

I'll add one thing to consider. I landed with no power several years ago after experiencing a rough running engine about 7 miles from my airport. The engine quit making power on the downwind leg (full throttle; nothing). We landed safely but used the entire 5000 foot runway. My highly experienced mechanic who I trusted completely, did every troubleshooting step in the text book. However, we did not identify an obvious cause. After completing several successful ground runs (the engine was "running like a top"), we decided to fly together. We flew for over an hour before the engine started running violently rough. We had meandered about 10 miles from our airport. We made it back to the airport and landed again ("white as a sheet"). After that incident we overhauled the engine; I was planning it eventually anyway. The point is don't assume you've got it fixed if you have a successful ground run up and short flight. Be careful unless you've clearly identify root cause and stay alert and be careful until you've got some time on the airplane.

Order the pouches...just use the box they come in! But on a serious note... @exM20K what are the dimensions of the sporty's pouches? They don't give dimensions on the website. But if you have an O2D2, regulator/feed tube and several cannulas in one, they must be larger than they look on the website... you mentioned ~6" diameter x how thick?

Whoa, enough with the high-tech consumer uni-tasker solutions here .. Full disclosure: I was one click away from a set of those little Sporty's bags.

Standards are typically developed before products, with as much testing as the standards participants deem necessary in order to develop the standard. The science and engineering are known well enough to do that. My understanding is that engine and airframe manufacturers participate in the ASTM standards, which can accelerate acceptance downstream. Contrast that with engine and airframe manufacturers publishing "don't use that" letters for other products.

It seems like any prudent manufacturer would theorize development of a fuel, test its capabilities (internal R&D), apply for specifications like ASTM and enter the certification process. Swift appears to have been developing 100R for some time, and from what I can tell, an ASTM spec takes a couple of years. So, perhaps they only applied for an ASTM spec when they felt internal R&D (i.e. testing on engines in lab) showed they had a viable fuel. And now they are going through the STC process, which appears to be iterative. My point is that I feel like they know what the fuel’s capabilities are and have previously tested it. Now they are going after the formal certification process. Michael

Having experienced a mechanical failure with a gear leg after several flights of 'it just needs an adjustment', all I can say is investigate this properly before flying again. Aerodon

This thread, like the gami thread, is getting difficult to read. We can squawk and bray all we want but the problem is simple and the blame lays in once single place. The regulatory environment is the only reason we are flying on 1930’s technology. There is no incentive for anyone to innovate when it is not possible to recover the cost of development. Either flying is a fundamental right, or it is not. So either take off the chokehold on the certification process, or admit that they are trying to kill GA in a war of attrition. The FAA has reached the inevitable destination of any bureaucracy, which is a self serving organization that could care less about its subjects, and only cares about preserving its monopoly. There is zero desire for the FAA to improve our fleet, because they do not care and their existence is secure regardless of what happens to the piston fleet. I don’t believe it’s fixable under the current disaffected fiefdom. If someone doesn’t parse our sector out of the current set of rules, piston GA will die a slow painful death. Just to be clear, I am not impugning FAA individuals that many of us have had to interface with, but they are all bound by the onerous and stupid rules that are ruining our genre.

Doubtful, but my boom cannula is “permanently” affixed to my headset. Outside diameter is just over 6”.

The fuel tank pickups are above the sumps. That’s why there is unusable fuel. It would take a lot of water in the tanks to reach the pickups in level flight. Maybe less in a steep bank. There are coarse screens on the pickups to catch big chunks. Since the mechanic looked inside the tanks (presumably with a borescope) I presume these were checked. Some aircraft require adding a fuel filter between the Dukes boost pump and the engine-driven pump per MSB20-222.

Curious how this plays out, take pics of fuel pickup tube when access panel is out, think this is a 1/2" tube with holes drilled into it, takes a lot of debris to clog up, glad everybody walked away and no metal was bent

Fred…will he also check the previously mentioned screens…total 3? They may be holding junk that just needs to work its way past the screens to cause more problems. It is amazing how the junk gets by and then causes problems, but I have had it happen….in fact…shortly after getting bladders installed….

I use 11"X6" toiletry pouches and I put one labeled in each seat back. I place them "crossed over" so the pilots is in the back of the right seat and the right seats occupant's is behind the pilot. Makes it easier to reach without turning around. I got mine from the TUMI outlet store for about 6 bucks each, but you can find them all over Amazon.

Ok, a lot to unpack here. I did go back and ask the FBO if they did checks and was told they check it each morning as part of their pre op checklist. Yes, we did sump the tanks after they filled the tanks and there was no water or abnormal specks in the sumps that I could see. The AP sumped the tanks and that's when he noted the tiny, silvery specks in the sump drains BUT he did have to sump the tanks about 6 times before he saw them. Most pilots don't sit there and sump the tanks more than 2-3 times unless they see something odd. The AP did remove the drain plugs and empty the tanks. They took photos of both tanks and found the right tank clean but there were several large chunks in the left. Chunks that wouldn't come out of the drain sump (which the logs show the seller had done). I'm not 100% sure we were on the left tank, once again, unfamiliarity with the fuel selector BUT I do know for a fact it was not in the OFF position. It was selected on A tank, just not 100% certain it was left or right. I plan to paint the top of the selector (Green towards the tank selected, Red for the tank not selected) so that I have an easy reference as to what tank I'm on. The AP is going to pull the top panel off the tank and clean out the entire tank. He's very confident that this will resolve any fuel pick up problems.

Bryan Turner released a new dating app for pilots only but if you watch all the way, you may realize why you’re ineligible.

No, we didn't switch tanks...since this was only my second flight, it slipped past me on the "memory items" for the Mooney. Coming from Pipers and their easy access tank selector to the Mooney "floor based", we just didn't have time to make that flip. We were on the ground in about 90 seconds. Lesson learned.