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That's time for a new ISP! I'm not having any trouble, but I also don't get update emails, there would be way too many!

At least get Paul Beck from Weep No More in Willmar on the phone and send him some pictures.

Had my tanks completely resealed over ten years ago by Willmar. The right tank has developed a pretty severe leak staining the gear strut, the entire seam along the landing gear, the access panel. I tried patching at Chandler a year or so ago ...no joy. I am very very reluctant to fly back to Willmar, Florida or Texas to reseal the tank. Are there any other options I am unaware of?

After replacing o-rings and tightening the fuel cap and still experiencing water intrusion in the left tank, I realized there was a hole in the fuel cap assembly, above the fuel cap. I'm now shopping for a replacement fuel cap assembly, part number 610036-503. The part I find does not look like the one I have. But does it matter? The adapter only They both have the same profile to the flat part of the plate. Mine is different: Part of my fuel cap can also be seen above. Is there a different part number for my fuel cap assembly? Do I need to worry if I don't use the same? This is for a 1967 M20E. Thanks in advance for any help. v/r, Carlos

I’m getting a spam warning today from Gmail too. All messages from MS are being dumped into the spam folder, and I get this message if I try to open: Definitely feels like a DKIM/DMARC/SPF issue.

Your experience tends to support that my issue in 2015 was also the fuel servo. No power downwind even with full throttle but we were idling at the very end of the 5000 foot runway and were able to taxi back to the hangar (which made no sense at the time). Why focus on J's? Why not seal the F ram air door too? I check mine every flight. Sometimes it'll look like it's cracked open a few degrees; may need to be adjusted.

Yeah, but the link in the email is still incorrect. Unless Craig intends for the url9615 hostname to be used, something has to change on the server side independent from DNS.

Sadly you are correct.

Yeah, I was just trying to help. I know this isn’t the latest version, and I had tried to find a digital copy back when I bought the paperback. I can’t imagine there is much of a market for a PDF on a CD these days. It would be trivial to submit this to KDP and start selling on Amazon Kindle, if the family is interested. I doubt this is more than an afternoon’s worth of work, but I have no idea what the market might be for a digital copy of this book.

That would indeed be interesting. Just for comparison, I made some measurements at the tail of my 1994 M20J some time ago: With takeoff trim, the elevator is aligned with the stabilizer. With full down trim, the elevator is deflected down ten degrees and the fin rotates back 4 deg measured at the leading edge With full up trim, the elevator is deflected up ten degrees and the fin rotates forward 2 deg measured at the leading edge The gap between the tailcone and the empennage measured at the bottom below the hinge is: 4.5" - takeoff trim 3.5" - full down trim 5.25" - Full up trim

Looks like this airplane killed a new pilot and his instructor on Oct 31st.

This works for me, for whatever reason I don’t have a clue about.

It is not just a Verizon problem. I have Windstream/Kinetic internet and am unable to log onto MooneySpace using WiFi. It is the only website that won’t work. However, ATT cellular works fine, either on iPhone of via WiFi hotspot. Likewise I don’t have time to screw with it.

On both ends. It takes a while for DNS to disseminate to all the various DNS servers. The bigger ones (Google, etc.) get it quicker, then the ones that pick it up from the big DNS servers may take some time to refresh. Then if you're using a local DNS server, it depends upon where you're refreshing from and if there are layers in between. Then on your computers side, you may need to Flush your machines DNS so it doesn't keep trying to go to the old address. PC: Right Click on the Windows icon in the lower left, pick Terminal and type in ipconfig /flushdns <Enter> MAC (a little more complicated): Cmd + Space and type in Terminal > enter sudo dscacheutil -flushcache; sudo killall -HUP mDNSResponder <Enter> > put in Admin Password <Enter> (If you're logged in as the Admin, don't remember if you still have to put in the PW.)

If the mechanic hasn’t made the adjustments yet, I’ll try to take some more photos with the tail in full trim down and full trim up positions. It’ll be interesting to see the difference.

I did some digging on the web. It seems Infoblox is the company that provides DNS service to Verizon. Other websites have had this problem. It seems you can call Infoblox directly and they will fix it. I have spent too much time on the phone today. Maybe tomorrow.

And that is a good thing, because this is precisely why the tail of my aircraft needs urgently to be re-rigged !

@unicom I am traveling, have not read that section of the manual in several years, and cannot answer your question. I am sure one of our more knowledgeable members can answer. I can say that my 1977 tail looks like the second picture posted by @DC_Brasil Mine does not look like yours with the indicator in the takeoff position When we rebuilt my jack screw I had that section of the manual marked, opened, and ready for the IA to discuss. We also made 3 reference marks on the tail feathers with magic marker on a piece of tape. One full up, one full down, and one at my normal takeoff position. Everything lined up after repairs, the indicator was in the right position, and I had confidence that it was done right.

Everybody should bite the bullet and call Verizon so at least there is a record of it. I asked the help desk guy ( in India) if he was on the Verizon network and if he could try it. He said that was against the rules. He was talking to their back end folks, so I asked if they could try it? For some reason that was impossible.

The front trim gearbox where the trim wheel is attached drives a leadscrew that turns the torque tube that runs to the jackscrew in the tail. This leadscrew has the up and down limit stops attached to it and the trim indicator is driven by a Bowden cable that attaches to a nut located on the leadscrew between the stops. Thus, the trim indicator indicates the position of the nut between the two stops. It is possible to adjust the cable length to the indicator at this nut. If the trim torque tube is disconnected from the aft jackscrew and rotated before reconnecting, the stops and trim indicator will no longer agree with the correct incidence of the tail. If things are way out of whack, I suppose the tail itself would impose limits on trim movement since the hinge at the bottom can only extend so far and the jackscrew itself will have limits of fore/aft movement. The picture appears to show nearly full nose down trim and I'm surprised that if this did indeed correspond to a takeoff trim setting that that there would be enough movement left in the system to move the trim to both stops, but I'm not doubting you since I've never tried it.

That's exactly my scenario; and, I believe, pretty consistent with what others report. I also know that when I'm NOT at home I have NOT been able to access Mooneyspace on my iPhone for the last couple of weeks. So, IMHO, this is caused by something Verizon changed whether they admit it, or not. And, more to the point, I'm pretty sure they won't lift a finger to fix it. I suspect, however, that it's not just Mooneyspace that has been affected. Consequently, Verizon will probably have to deal with the issue in a time frame driven by how many other sites they've inadvertently 'blocked' (or whatever the proper technical term is).

There likely is. I just did some pretty big work on my 18 year old engine that suffered from an intake leak a few months ago. It turns out the 12 year TBO is there for a reason and various rubber and other synthetic items, from hoses, to o rings, to gaskets just don't last that long. All my gaskets were near the end, if not already destroyed. We found a pretty badly worn fuel selector o ring that was replaced, some oil was leaking mildly in various places from stiff rubber hoses. And with this accident I'm thinking perhaps I didn't do enough and I should replace all the diaphragms in the fuel injector servo as well as in the flow divider. I'm a true believer in OC maintenance just like Busch preaches it. But I have now realized that some of this stuff has to be replaced in a certain interval and it's likely not advisable to wait for a problem to manifest itself. Luckily I noticed my intake leak only as a brief engine stumble on downwind to base turn on power reduction and it wasn't anything more than that.

Just to add one more data point...I have verizon for phone service, and when I turn off wifi (use cellular) I get "Safari can't open the page because the server can't be found." But when I'm using home wifi, then Mooneyspace works properly.

1966 E here. Cowl flaps are placarded to be closed @ 150mph. Could that be the confusion? Max flap extension speed (top of white arc) most definitely tops out at 100mph.

Since the McSpadden death I sort of have made it my mission to look for this mistake and point it out every time it happens and harp on the fact that turning back is basically never the best option. Remember my posts in that thread about the power off 180s demonstrated by the youtube pilot with the Acclaim?: New “impossible turn” video - Acclaim S It's not an impossible turn. It's just a "very likely to kill you if you try it" turn. And the irony of this example is that he needed to have a instructor with him. And maybe I shouldn't judge a person who has survived a crash and another person died as a result of their actions, and I will definitely look as an asshole for what I'm about to post, but this CFI likely killed the owner. How can you start a turn back without even noticing how low you are and only doing so once in a bank dodging houses? Why the automatic reflex to turn back at all? Another failure of our community, blind leading the blind, and no standards adopted that are objectively safest. I bet I will get responses to this very comment by someone more experienced than me (and therefore presumably a higher authority, right?) saying how wrong I am. It seems like every pilot, especially once with the rating of a CFI is just an artist, who just gets to impart knowledge on to others without any real authority, doing it their own way, teaching their "techniques". What a load of bullshit we have in this business. In this story they had no business turning back at all. I checked! Look, the view they had in front of them (crash where the red X is roughly): Further along their flightpath: Why not go straight? Why not be prepared to go straight? Foreflight has this feature, I don't know if people know this, but you get to look at the 3D view of the airport with one click, so easy to do even just when holding short (something I do every single time): If anyone ever, this pilot, and especially this CFI, should have been briefed on what to do if the engine fails. Judging from where they ended up, it seem like going straight could have worked for both to survive. There was enough of a nice clearing right there just in front of them. A couple of S turns with full flaps should have made it possible to set it down there. But no, the CFI the insurance company demanded reflexively turned back only to see he's about to hit a house. And this damn idea to turn back just refuses to die. Thanks to all the youtubers making videos about the "impossible" turn, despite the many craters it creates, it just keeps on taking and it seems to me it has claimed another victim. This pisses me off to no end. /rant-off