Hank

There's significant structure in the vertical stab, complete with internal mid-repair pictures postes last week from a bird strike. If that won't suffice, there's those wonderful knuckle plates in the tail joint that we all had to inspect per AD a few years back--ought to be a good screw there; if not, leave some slack and head for the jack screw or ground plane in your belly somewhere . . . .

Just be careful of the zipper when you throw that old sleeping bag over the cowl. Don't want no scratches!

Never had a problem finding ones around here: 06A, 08A, etc., or over by dad (33A); never used a K on them either. Spent several years based at 06A and 41A, but just moved to one that starts with a K. Maybe your issue is the T (for Texas?), while these'uns all start with "A" for "Atlanta" whose airspace they are in (despite some being in Alabama and one in NC).

What's the closest screw not into a panel?

Didn't take my wife long to learn that "I have a flight lesson at 10" meant "I'll try to not be late for supper."

So if it's a "minor altercation," while file a Form 337, "Major Repair & Alteration"?????

Where I used to live, anyone could sue anyone else for any reason, for $35 filing fee. How you defend yourself is your choice.

WWII planes didn't have ejection seats. Open the canopy / window / door, unstrap, stand up and jump! Preferably quickly, while the plane may be corkscrewing down and on fire . . . . God bless them all!!

Bye, Dr. Bob! You presented at my first MAPA PPP. Easy going, very personable and understandable for a low-time newbie. We will all miss you!

@bradp, that's an interesting storm! I'll bet it looks much more "beautiful" out the side window than the windshield!!

A Mooney that is 30 years old when repainted [i.e., as of today should be all Model Year 1990 and earlier] can use either 2" or 12" numbers, owners' choice.

At my job, I draw the same salary every two weeks [for an assumed 40 hours per week]. My historical range is 2 hours mimimum with Monday morning hospital admission, to 108 hours maximum. I think I'm getting shorted . . . . .

Yep, that's what I call "WOT-". Pull the throttle back just enough to make the MP needle move, remember the number; set RPM; pull throttle back to restore previous number. Then lean. Works great for me. Ever since fixing my carb heat box, I can run smoothly down to 25°LOP like this, without experimenting with partial carb heat. But it's so S - L - O - O - O - W - W . . .

Wow, I always heard a different adjective than "funny."

www.airnav.com/airports works for me. But I agree, it's annoying reading someone's trip report with only IDs and no airport / city / state names.

The feds just want the people you annoy while buzzing your friends to be able to see them . . . . May help the good folks in the tower know which flib they are talking to on the ground, too.

My IA was near there, but he retired and left me high and dry for annual this year. Wish I could help!

Mike Busch certainly knows much more than I do, but either way, it's difficult to run an O-360 like the OP and I both have, using typical fuel-injected LOP procedures, and the speed reduction is significant when it does work. I haven't given up on leaning to the extent that @DXB has yet, though, and think that I actually get meaningful, beneficial information. She sure does speed up when I pull the prop back, slightly reduce throttle and pull the red lever back . . . .

With enough work fixing induction leaks, especially the carb heat box, it is possible to run our O-360s LOP; mine is often good to about 25°LOP now. But I still run 50 ROP. the trip to the Summit was right at 50°ROP; initially 7500 msl, 21"/2500 before clibing to 9500 and running (WOT - a tad) / 2500. Both peaked right at 1500, so I pushed the red lever for 1450. ASI was hovering between 140-145 mph, a little higher at 9500 than at 7500. I've been doing this the last 700 hours; the plane had ~180 on the engine when I bought it, it's now about 860, and compressions have never fallen below 75 on any cylinder and are often 76-78 on all four. The MAPA PPP saved me lots of page flipping, as I just make sure MP + RPM <= 46 instead of worrying about % power. But I verified things for a year or so before figuring out some basic settings that cover most of my flying (whuch also simplifies IFR flying with step changes up and down). The important part of EGT is not the absolute number, but the distance from peak.

That's one of my goals in life.

Ah, you're the Canadian plane from the ramp! I wondered who it was . . . Flemingsburg was the first stop on my Student Long XC. Due to requirements and lack of landmarks, I fou d the airport by flying a radial from York VOR. Thanks for the memories!

Now I'm feeling the need for a bacon cheeseburger and a cold craft beer!! Just can't fly out for it . .

Actual EGT numbers mean nothing, especially when comoaring against another airplane. The reason why is that moving the thermocouple a quarter inch will have a signjficant effect on the value it shows. What is important is how far you are running below peak. My C has the same engine as your G, and I often cruise at 1450°F. For me, with my factory single EGT probe (mounted on #3), I lean to peak then push for 50° cooler. It generally gets rough at peak. As long as you are at 65% power or less, you can put the mixture just about anywhere. One often-recommended procedure that saves flipping through your Performance Charts is to use the numbers on MP and tach like this: MP + RPM = 46, a conservative, safe place to run.

Does the Chikin Basket deliver? Are they still in business??

For my C, this is 94 mph, which aligns well with the statement in my Owners Manual to hold airspeed over 90mph until flaps are lowered. Knowing "why" is nice, knowing that I can make standard banks at that speed is nicer! Flaps or not, I still hold banks in the pattern to 20° or less.