RideOrFly

Thanks everyone.

After the recent finding of quite a bit of water in my right fuel tank, I ordered the fancy blue fuel cap o-rings. Before installing, I wanted to confirm that the cap was in fact leaking. So I started with the vinyl tubing connected to the fuel vent and blew. I couldn't tell that any air was moving, which was unexpected considering that I think there's a fuel cap leaking. So I took the fuel cap off and tried again. Still no air moving. Like, none at all. I tried on the left side and the test works as intended, and the air moves with the cap off. I took one of the little twist ties that was holding the hose together and stuck it in each vent. It went all the way in (a few inches) on the right, but on the left only went in about as far as the vent sticks out of the wing. Interestingly, I flew yesterday and was on the right tank for about an hour with no problems at all. This was only in cruise and within glide range of at least one airport, otherwise I used the left. 2 questions: 1. Is it possible that the fuel cap is leaking enough to provide adequate ventilation for the tank? Something has to be or it wouldn't keep running, right? 2. Any recommendations for clearing this? I didn't have anything with me today that I could run in there to try and dislodge anything. I've read through some other threads on blocked fuel vents and I'm starting to think I might not have all 9 of my lives left.

I did something similar in a 172 on my PPL checkride. It was the short field landing, and was the last thing on the ride. Everything else had gone perfectly. I hit the spot, but a little more firmly than optimal. The tires weren't flat, so I guess it wasn't that bad. All the examiner said was "don't do that with your wife on board". I can't be sure, but bet it would have broken something on my plane.

It seems that the Mooney expert is the hardest part to source at this point. The SB looks pretty comprehensive though, not much left to the imagination it appears.

Interesting he says is not a "plane downer" but in this case it could have been. The fluorosilicone rings are the ones I ordered, and they just got here today. Any rough idea what the diameter on the fuel tank vent is?

I just looked back at the logbook entry…seems legit. There were two holes blocked and opened up. The plane was based at HEF before I got it.

I got similar treatment at BNA the one time I went in there. Fortunately it was just a quick turn and it wasn't raining so no harm. But for the cost of that fuel, one really would expect better.

No. It was before I bought it, but wait lists for hangars around here are years and years. I just noticed that you're at HGR--Plane Care was the shop that fixed the drain holes before I bought the plane.

Makes me feel a little better I've never had a drop of water in the left tank so I know I can rely on that one. Hopefully the new o-rings and making sure the drain holes are patent will be enough.

The fact that it looks so old is a little concerning--that tank was just drained and had a new sump installed a week ago. The last reseal was in 2003 if I recall correctly.

One of the only issues during the prebuy was that there were drain holes that were not open. It actually delayed delivery a couple of weeks while the issue was addressed. I assume that the work was completed adequately/in accordance with the SB, but will see if I can get a better look in there once the fuel level is down some. I've never had any trouble getting it completely full.

I've yet to see 160 kts on 10 gal/h but I'll keep trying.

Went out to the airport for a little while this afternoon. I've always given the wings a little shake at the start of the preflight. Today, I shook the crap out of them a couple of times and then bounced the tail up and down a bit. This was the first sample from the right tank. Left tank had no water at all and the gascolater sample was clean as well (taking off on the left tank for the foreseeable future). I took the right fuel cap apart and the inner o-ring does look a bit worn. I recently ordered replacements so will plan to fix that. Any ideas why the water is so dirty?

I appreciate the advice. For sure, the first flight is going to be at least a couple of hours circling the field at 3000 or so. One of our runways has better off field opportunites than the other, so I'll make sure it's a day I can take off on that one.

I don't know specifically how/where he broke the connections. When we spoke yesterday, he told me that the original source of the "rust" appeared to be a bolt in the servo (??) that had corroded. They did not confirm that the debris was rust, just that it appeared to be. Question for anyone--if the fuel flow test was done and the fuel came out clean, that would suggest that there's no debris distal to the boost pump, correct? As far as the tanks go, I was thinking of asking the other shop on the field to drain them for me and put new fuel in. Is that a typical procedure, and I'm assuming a borescope in the tank would likely reveal any debris if it were there? Very sad story about the 150. I'd argue that the fuel contamination brought the plane down, but a steep turn at low airspeed killed them. I try to remind myself that hitting the ground straight ahead at MCA is usually survivable, while a spin is not. But if a guy with those credentials can fall victim to that maneuvering it certainly gives me pause.