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Looks like they ran out of pedal.

I can't drill for (and refine) my own oil. But I can easily put 10-20 kW of solar panels on (or near) my house and not have to deal with the electric company, if things become unreasonable. But I unserstand that wouldn't work for someone living in an apartment.

Turboprops (and turboshafts) are a bit different, though. The hot section might be rated for 1700hp, but the compressor will eat half of that, leaving only 850 available as shaft power.

Tell them you got them on the fish finder.

How many hours/flights before a cat will meow on guard?

They tried. Then realized everyone would laugh at them.

The executive summary, going back to the OP, seems pretty straightforward. Unless that plane has a completely rebuilt fuel system, from tanks to carb/fuel injection system, with every component in it accounted for and known to be compatible with ethanol, and with airframe/engine approvals...

Catalytic converters were a forced change. So were seatbelts and airbags.

Really slow if you're in Mexico with it and you don't remove the turbo badges on it. Because if they see them they'll put Jet-A in the tanks.

It was inconclusive, because the men greatly exaggerated things on the registration forms.

We don't need no stinkin' jumper cables!

I swear, honey, it's just preventive medicine.

The cumulogranite overcast was too much for the helicopter to handle.

Even if the governor vetoes it, it seems to have enough support to pass. https://www.avweb.com/aviation-news/california-lead-ban/

Nope, he's correct, 0.4nm turn diameter.

Better than some CFIs who insist on doing standard rate turns in the pattern. Still a bit slow for my taste, I think 45 degrees is a good limit.

A pilot was in the sim, flying an Airbus for the first time. He was extremely upset because the aircraft was calling him names during the landing. It was his first time hearing the aircraft say "Retard, retard!".

I'll believe it when yolks and breaks stop being worked on in the hanger, and when a bad flair stops bending the nose gear on landings.