MikeOH

Not to belittle the significance of that situation, but IIRC this was a much larger battery than the one in an iPad. Also, I never heard what got ignited inside the cabin that subsequently engulfed the entire cabin. I find it hard to believe all those flames were just the battery! Personally, I won’t carry large ‘back up’ battery packs. I limit my lithium risk to my iPhone and iPad internal batteries.

Yeah, that's the kind of error I was getting. You don't change the DNS in any app. It's a setting in your operating system. What hardware/OS are you using?

Yes, manual override to, for example, Cloudflare at 1.1.1.1 Google AI is your friend, just ask it how do I change my DNS server on my <whatever> (e.g. iPad, Windows, etc.)

Okay, 'out of left field' comment: Which 'ball' are you referring to? The 'real' one in a turn-coordinator, or the 'synthetic' one in the Garmin? If the latter, maybe you have a 'software' problem? Is the plane actually skidding? I.e., what is your 'backside' feeling before you retrim?

Yeah, I've probably have had too much of a hasn't happened, won't happen to me attitude. I use my iPad like a lap board; no need to get it detached from a mount. I always have it charging from a USB port. My plan, such as it is, would be to unplug it and toss it in the back seat (very rarely, if ever, fly with backseat passengers). I suppose that means I'm putting the interior flammability rating of the seats to the ultimate test! Given the mass of the iPad I think the battery is going to destroy itself pretty quickly (a few minutes). With vents open, and breathing through the pilot window, if I have to, until the fire goes out is the rest of my 'plan'. Trying to open the door against the wind stream, keep control of the plane, and get a flaming hot iPad out the door gap (especially with my wife in the right seat!) seems implausible to me. A burn bag might make it more feasible, but won't solve the smoke problem if you can't get it out the door.

As someone with a high-time (2700+ hours) IO-360A1A in my 1970 F model, I'm VERY interested in your decisions and upcoming experiences! My thoughts, absent any information beyond this thread: 1) I'd get NEW cylinders if at all possible. I think there's some truth to how many hours/time you can OH a cylinder. Plus I've fought high temps on my #2 cylinder and have tried EVERYTHING including having Ly-Con overhaul it. I'd love to start with fresh cylinders. But, as you say, it just may not be possible to get angle valve cylinders these days. 2) I've had head work done on 'performance' auto engines, but I would NOT be inclined to bother unless the incremental cost is slight. Juice not worth the squeeze, IMHO. 3) I, too, am skeptical of real improvements in cooling with black barrels and alodine heads; is there any actual before/after data showing quantifiable temp decreases? Further, when I got my #2 cylinder back from LyCon the barrel was painted black and it still runs hot! I wouldn't bother. 4) I just can't imagine what the purpose of coatings on all the parts listed really would be! Both our engines have made it well past TBO and I seriously doubt 'improving' the friction/wear on those parts is going to help. Without out data, it seems like expensive snake oil. Having said that, I would get the DLC lifters even though I've always believed the cam wear issue was due to poor camshaft metallurgy out of Lycoming for some period of time. Frankly, getting a 'new' camshaft with the rebuild still scares me. I'd prefer mine to just be reground, but then I'd worry there wasn't much left of the case hardening! 5) If you are worried about the lack of field time/experience for the DLC/coatings, this crankcase seal STC should really scare you! Maybe I'm biased as my high-time engine really doesn't leak oil but I'd take my chances with the proven silk thread. Maybe use the newer sealant as that doesn't seem too risky and won't be an issue if the case ever needs to be split.

Since hydraulic lifters take up valve lash, I'm not following how matching their 'bleed' helps. Please elaborate.

^^^ THIS ^^^

Can you assign the DNS server manually?

@LANCECASPER Curiosity forces me to ask what the 90 degree angle bracket with the snap on it is for?? (Screwed onto the panel just to the right of the PROP label)

Yes! ASR33 teletype was connected to a 110 baud acoustic modem. Stored my programs on paper tape punched and read by the AS33. Popular Electronics magazine had an article about a kit for a ‘terminal’ using your TV and another kit for building a 300 baud acoustic modem…I bought and built both so I could access the school computer from home. Circa 1973.

PSHAW! My first modem was 300 baud...and THAT was way faster than the 110 baud I was used to on the school's modem!

Well, LEGALLY, I believe juries are tasked with finding fact! Pragmatically, I tend to agree the reality is otherwise Again, in theory, that should be the case. Pragmatically, I don't think the NTSB spends squat on looking for facts to support a scientific determination of cause. I've looked at enough small GA NTSB accident reports to know that many, if not most, don't even get a visit to the scene of the accident or wreckage examination. Just don't have the budget, I suspect. However, if it's a celebrity, most egregious example would be the JFK, Jr. crash, they will send out the Navy! Obviously, an airliner crash will also roll a real investigation. I think the point of the poster's thread that spawned this whole 'debate' was that jury trials often reveal information/facts that the NTSB did NOT bother to find. IOW, when there's money at stake (a lawsuit) capital is expended to find things out, even if it's a small GA crash. But with the NTSB, without a bunch of POLITICAL capital at stake, they don't leave their offices!

Hmm, from his website: "Anthony G. Ison is an aviation attorney born and raised in Lakeland, Florida, which consequently is home to the annual Sun ‘n Fun International Fly-in and Expo." I'm not sure which of the following is more troubling: 1) That his ego is so big that he believes that Sun 'n Fun is a consequence of his birth. 2) That an attorney doesn't know the difference between coincidences and consequences. 3) That he lacks the attention to detail to bother to notice this error (assuming it's not 1 or 2) Don't think I'll be hitting this 'easy button' YMMV

FWIW, I was set on buying a manual gear Mooney to avoid the 'issues' with early model electric gear (Dukes and ITT; there's an AD and SB for both). But when I found my F model it checked 99.9% of my requirements; the electric gear was the 0.1% Thing is, in eight years of ownership I've had no problems with the electric gear. I have been meticulous about following the 100 and 200 hour service required by the AD and described in SB M20-190.

WOW! HD screen...can I watch movies while it's pumping up my tire?

After all of these stellar reviews I almost pulled the trigger and ordered one. But I asked myself when was the last time, in eight years of plane ownership, that I had needed to 'top off' my tires? Answer: About twice a year in my hangar and using my existing air compressor. If I have a need while 'on the road' it's going to because I get a flat! Not just a 'couple of psi' to bring them 'into spec'. Hey, I get it, it's a cool product and not much $$. It honestly makes more sense for my land vehicles that can develop 'slow leaks' that it might be useful away from home. Maybe I'll buy one after all

My experience with CO2 in BIKE tires is that they go flat VERY quickly; like a day or two. Maybe a leak stop tube in a Mooney tire would hold CO2 longer?

This always 'sounds good' but I've been curious how you implement it. Do you tell your A&P BEFORE the annual that you demand he accompany you on the first post annual flight? And, have you had anyone say, "no" and you moved on to another shop? It would seem if you ask AFTER the fact and he says, "no"...you're going for a solo post annual flight

The SB is M20-190B (and M20-191) The ADs are 75-23-04 (Duke's), and 75-04-09 (ITT)

Your logic is flawed if you do not have Verizon; this isn't a 'fruit' problem.

WOW! That works for me, as well! Private browsing on Safari on my iPhone and no problem accessing Mooneyspace! I immediately went back to normal mode and got the 'server not found' error.

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).

For purposes of drawing out the experts that know better... What/who controls which DNS root server is used to resolve names? If Verizon changed which server is used and, for some reason, mooneyspace.com won't resolve on that server, then how does that get fixed?

No bueno on my iPhone with Verizon. (...server can't be found)