0TreeLemur

Where I usually fly, above 8,000', I've realized something lately. The technique of using the "Big Mixture Pull" then the Lean Find function on the JPI EDM900 to establish something like 25 or 50 F LOP, is not dissimilar from the way I was originally taught to lean an engine while a student pilot. Lean it out until it starts to run roughly, then enrichen until it smooths out. Admittedly, the trainer was carbureted vs. the fuel injection on my J, but the procedure and end result is surprisingly similar. My J will run deep LOP. The engine just gets quieter and quieter as it produces less and less power. When it starts running rough, it's waaay LOP. On long flights up high, especially in the winter, I find that the critical limit is running rich enough to keep CHT above 300 in all cylinders.

I nominate this for the best post of the year! I think we need another button!

While difficult, it is possible. Tower might say "you're number 3 behind a King Air and a Citation" and ask for an extended downwind, so you think "I'll wait to drop the gear." Then you get another traffic alert from tower, and after an intense search of the sky you report that you don't see the Citation, they ask you to do a 270. Next thing you know, you're slow and the gear are still up. Luckily, but for the grace of God, I did notice at the 500 ft call out that my gear were still up.

Glad it worked out for you. You may have dodged a bullet. Because of an ice storm a few years ago I was unable to get my Mooney to the shop before the annual expired. That was during covid. The FSDO made me pay a DAR to travel to my field, tell me a couple of stories, and sign off on the ferry permit. The DAR flew his own aircraft to inspect mine, an hour each way, and he still got paid for his time. That's how much that cost.

Why not!?! Some folks like to go to casinos, or own ocean front property in Florida! In the end, you can't take it with you- do what you love while you can.

"This goes to 11." - Nigel Tufnel

When we bought our J in 2022 it came with with tail number N202Y. That's great, but not quite right. It's a Mooney 201, not a 202. Kind of like a vanity plate that just doesn't quite make sense. Oh well. It's easy to say. On a whim In September I checked the FAA N-number availability list to see if by some chance N201Y was available. I would have bet 100 AMU's that it wasn't because of the N-number squatters out there that seem to pounce on all the shorter ones. I GOT IT! Last week I received a confirmation letter from the FAA. All I gotta do is change a 2 into a 1 and do the triplicate form tango with the FSDO. In the category of lucky days- on October 3 at our local championship golf course someone shot 2 holes in one in the same round!

The KFC-150 in my J beeps five times if all's well -or- forever (or until I pull the CB) if something causes it to not pass its self test. This happens for instance if somehow the Elec. Trim power switch is inadvertently switched off. That's actually a good way to test your sonalert.

I dunno, suppose so. I'll ask the raccoons that ate it.

My wife works for a large forest resource company headquartered here. The head of their wildlife division saw that photo and said that it was about the biggest copperhead he ever seen! We shooed it into the drawer and closed it up. Then we rolled the toolbox outdoors. It moved to the drawer below and I lifted it out with a long rod. I reckon that it was about 30" long before I took about 4" off its front end with a hoe. Normally I'm a live and let live kind of guy, but that thing came into our space.

When we went from TCA's, ARSA's, and TRSA's, to class A,B,C,D,E,G, that was an improvement. With recent ICAO changes our "/g" transmogrophyed into all that PBN gobbledygook. It seems to me that this new NOTAM format is more of the same. They took what was modestly decipherable and FUBAR'd it into gibberish. Oh, and GET OFF MY LAWN!!!

Between moving back to the US from Australia in 2002 and buying our first Mooney in 2017 I did no flying except as a passenger in big aluminum tubes. After getting my 10-hours of insurance required dual, I went flying in our C to continue scraping the rust off. While flying VFR near class C I called the approach frequency, who I had a very hard time hearing. Because I couldn't hear them well, and because I was rusty, my replies where pretty "non-standard". Some young turd on the frequency decided to have fun and give me $hit for not using standard phraseology. I've got t-shirts older than this turd, and when I soloed he didn't exist. Frosted my a$$. I said nothing. I'm over it now, and I don't know how someone would belittle another pilot on frequency. Who's training these guys?

LOL ROFL! I heard a controller say more or less that to someone else, but in a much less New York way. I learned from that- never say Kilo. The bit about the supervisor not being qualified and subsequent argument throughout the facility was rich!

Greeeaaat. ICAO format always makes things so much clearer- NOT. I'm with @NickG. Gimme a decoder ring so I don't have to remember how to unscramble that bowl of SpaghettiO's.

Earlier this year when I was having issues with the KFC-150 an avionics shop told me that my system was too old and unsupported, and that I needed to upgrade to a "G" panel. The verbal quote was "about $50k" for a G autopilot, a new GPS to replace my Avidyne IFD540 and 2 G5's to replace my Aspen. Besides the fact that I really like the Avidyne navigator and the Aspen, Jake was able to fix my KFC-150. I only saved 49 AMUs.