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201er last won the day on May 28

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  1. No Stars. Just go in VFR, cross over KGAI and enter on a downwind or base 19L/9R. They have a Signature at the north end of that runway. Maybe it was the time of day I went or maybe how it is, but it wasn’t particularly busy. Easier than KBOS. The hardest thing about going to class B airports is taxiing! Landing and takeoff is pretty much the same as any C or D. You might be asked to follow a DP if you’re IFR. But, taxiing can be tricky. Not only cause there’s jets and a million taxiways, but also the signs are designed to be seen from up high in a jet. Being low to the ground, it can be tough to see ahead. Make sure you study the APD up front and know how to use your app to tell where you are. Take your time and think it through. Those big airports have more runways you can accidentally cause an incursion on. Good to have a pilot friend helper for keeping an eye on the taxiing part your first time. When I was asked what the tough part about going into KBOS, I said flying an ILS at night in actual between 737s was the easy/familiar part. Finding my way around the airport with so many taxiways and sitting low was the real challenge. You gotta be prepared to copy and act on a clearance such as “Taxi 19 right on Juliet Alpha Zulu Yankee Seven Cross 19 Center Whiskey Uniform Uniform two intersection.” Don’t be surprised to have 3 frequency changes while taxiing and spending more time taxiing than flying the entire approach when they gotta make you cross the airport.
  2. I dunno, I continue getting odd bills for nickles and dimes from Canadian airports like that years later. From places like Winnipeg, Nova Scotia, Nanavut. It's really hit or miss. Sometimes it's from dead empty airports with nobody but a single fss. One time they charged me like 50 bucks for navigation service for about 30 mins while crossing lake Eerie. Sometimes it's hard to tell which flight exactly they're charging me for because I've been back to Canada several times since the one it's about.
  3. You know who's terrible about nickle and dimeing you like this? The Canadians! They're like when your wife's annoying friend comes to lunch and starts splitting the check, "well I only had 3 stuffed mushrooms and you had 4, you ordered the steak while I had the chicken with a glass of wine, you want to tip 20% but I didn't think the service was worth more than 18, blah blah..." The Canadians will charge like $2.37 for touching down, $5.17 for parking, $4.38 for using the bathroom, but minus a dollar cause you didn't go number 2, $6.45 for handling, $1.28 for using their chocks, etc...
  4. Wow, surprised Gatwick's such a petite little airport. Kind of expected something bigger. Lots of Charlies around here bigger than that. Visit those in a Mooney any day of the week and only maybe pay $50 to Signature if you stay the night and don't take fuel.
  5. I’m actually a bit surprised I haven’t been grilled yet for doing a touch and go in a Mooney. Or for that matter making the flight LOP, using flaps on landing, flying by AOA, and just all around having no clue what I’m doing...
  6. KBOS is doable even during normal times. It’s more GA friendly. They have some smaller runways and even an Atlantic Aviation FBO. Once did an ILS approach in actual sandwiched between 737s. Here’s a VFR into Logan.
  7. First flight since getting the bird back from annual and nearly being gassed cause of a loose exhaust. A bit rusty, wanted to do some patternwork but topped out with gas and two on board, it was real sluggish with the rising temps. Decided to fly up toward Westchester and circle over my wife who's visiting her mother. Could barely see the Verrazano Bridge because it was embedded in fog but clear everywhere else. East River up, Hudson back down. They came out to wave as we circled overhead. They're by the line near the red car. Heading back, Newark tower asked me how I wanted to get back to Linden so instinctively I asked for the usual (which you're not guaranteed to get) to cross the Newark arrivals south of the Bayonne in the Linden exclusion. He cleared me for that without hesitation and even offered direct. Last time they gave me direct, they gave me so many vectors that it took longer than to take the exclusion. But, things were different this time. He actually gave me direct which would have me descend right through the Newark runways. He said they've got 5-8 guys in the tower cab and only 5 airplanes an hour. I offered to make a sixth and spontaneously entered a pattern for a touch and go at Newark Liberty International Airport's Runway 22R. After a very casual unrushed roll out, I took off again, made a right turn and I was on downwind for runway 9 at Linden. What a flight.
  8. When I was flying nonstop upwind from NYC to San Marcos TX, my enroute fuel calculations were showing me arriving with an uncomfortably insufficient fuel reserve. Of course I had several potential fuel stops planned and studied the airports short of the destination, but still I wanted to try to make it work. I was already LOP doing about 8.5gph but by slowing down to 8.0gph, that brought the estimated fuel reserve from 7 gallons to 11. Half a gallon an hour saved over 10 hours is a bunch of gallons. The headwind plus powering back tagged an extra hour on the flight, but hey it only cost me $87 in gas to fly to Texas.
  9. Simply put for dummies, fly the M20J at 120KIAS from climb to descent for the best bang for the buck. Climb full power at 120KIAS for good speed and cooling. Cruise high enough that you get max TAS while WOT at 120KIAS at 2500RPM at around 8-9gph. Power back to descend at 120KIAS till it’s time to put the wheels down. I don’t do any math while flying, I just fly 120KIAS the entire trip and then AOA on final.
  10. I don’t remember any of these formulas any more but I’ll just point out that at 8 or 8.5 gph, you’re quite safe LOP and very efficient. Between 8.5-10gph, LOP is fine too, you just gotta make sure you are 15-40 degrees LOP on the richest cylinder and make up to 75% power. Gets difficult to do above 4000ft without a turbo charger cause you can’t find enough air to make this much power so lean. I use the fuel flow technique when I gotta set the power quickly and not for too long. Like leveling off for airspace or ATC. When leveling off for a prolonged cruise, I’ll hit the lean find button and slowly lean out till about 15LOP in the 8-9GPH range. Keeps things cool and smooth.
  11. When I first got my 201, I insured with Avemco for the first year just cause they would take me. Insurance started at close to $3000 with zero Mooney time. But after loads of flying, instrument training, and instrument rating in the first year, it came down below $2000. Still, with over 100 hours in make and model and around 500TT, it was time to get some proper insurance. Cliff over at Falcon was a gem. He got me below $1500 and for the last 8 years a slight decrease in premium each yeah as my hours would rise. Cliff was great and would help me with odd requests such as getting coverage for St. Pierre and Miquelon or for Cuba at no extra charge. I was sad to learn that Cliff left Falcon and with rapidly growing rather than shrinking rates, this renewal was time to spread my wings and say goodbye to Falcon which had been insuring my hull for 8 years. For this renewal, I went with my buddy @Parker_Woodruff. Before ever talking insurance with Parker, we'd chat about Mooneys, training, and instructing. He has answered loads of questions for me about those topics and insurance before I ever even considered being a customer. He even took us out to lunch when we last flew into Dallas. With Cliff gone from Falcon, I had little reason to stay as it was his excellent service and rates that kept me there. So, for the last few weeks I was working on a renewal plan with Parker. Let me tell you, he went above and beyond for me. He pushed whatever buttons and pulled whatever levers got me a rate that even Falcon couldn't offer me while chasing after me when I decided to leave. Parker spent the time making sure not only that I'd pay less but making sure I wouldn't jeopardize my coverage by being too frugal either. And being Mooney guys, you know how easy that can be. My experience was Falcon has been very good. But going with Parker for my insurance has been downright outstanding. Credit is given where credit is due. He is an asset to the Insurance, Aviation, and Mooney community. Parker has not paid me anything (yet), twisted my elbow, or asked me to speak about my insurance experience. Just my four half pennies.
  12. ^ This guy save me 10% or more on my plane insurance.
  13. Tied outside for 9 years. Bungee cord around the two yokes is more than enough.