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Showing content with the highest reputation on 01/16/2021 in all areas

  1. Since we're not using the airplane to actually go anywhere lately, I decided to catch up on some local flying. I took my wife and her father to see every single airport underlying the NYC Class Bravo airspace in my Mooney M20J 201. It's a flight I've always wanted to do but would keep putting it off cause it seemed so close and attainable. Well, now I went and actually did it. And I have the video to show it. Wednesday January 13, we departed Linden airport with the primary goal of landing at the 3 major airports and a secondary goal of landing at all the rest. I had one of the longest weather briefings with information for 10 different airports. I have done Poker runs with 5 airports before, but I think this was the largest number of airports and landings I've done in a single day. Unlike my spontaneous landings at JFK, EWR, and LGA, this time things were planned. I planned the order of the airports, I checked all the airport information in advance, and I prepared a cheat sheet with all the essential info I would need. This was going to be a very fast paced flight with some airports as close as 6nm apart and the longest being only 24nm. This was particularly a communications challenge. A lot of focus would have to be made on getting all the right info in a very short span of time. I made out a single paper with all of the airports, runways, atis, tower, and ground frequencies in the order I was planning to visit them. If the Trifecta would not work out, for example if one airport was just not allowing me to land, I would scrap the rest of the flight and just call it a sightseeing excursion. If everything went to plan with the big 3, then I would go on and try all the secondary airports. This is why I planned the flight with the airports in this order: KLDJ Linden KEWR Newark KLGA LaGuardia KJFK Kennedy KFRG Farmingdale KHPN Westchester KTEB Teterboro KCDW Caldwell KMMU Morristown KLDJ Linden N07 Lincoln Park KLDJ Linden I had to copy the Newark ATIS while on the ground at Linden. A 6nm flight would not grant enough time to listen to the recording! Right after takeoff, I called Newark tower and requested a touch and go on 22L. Permission was granted and tower inquired where I was going next? "LaGuardia." After landing on the numbers on 22L at Newark, I reset the flaps, cowl flaps, and trim and advanced the throttle to take off again. A left turn out took me direct to the Statue of Liberty and then up the East River. After a hand off to LaGuardia Tower, LaGuardia let me choose between 22 or 31. Although I had already landed on 31 last time and would have been thrilled to try a different runway, I knew the views would be better on 31 so I relived my prior flight. Touch and Go at LaGuardia and I was back in the air making a left turn out to head direct to Kennedy. Just 10nm and time to land again. Kennedy tower had me climb to 2000ft to overfly their 31R arrivals and then establish on a left downwind for 31L. Unlike the first two airports, they refused to let me do anything but a full stop landing. However, they revised the original instruction for a full-stop taxi-back to a stop on the runway and then continue with an intersection take off from there. At 14,500ft, 31L is the longest runway on the East Coast. I could have done 3 touch and gos on this runway to get recurrent. After Kennedy, the Trifecta was complete. A big grin and a sigh of relief, I had little doubt I'd be able to get clearance at the remaining airports. These first 3 airports flew by in the span of half an hour. There was no time to chat or think about anything but the next landing coming immediately. I was constantly turning radio knobs, talking, and making landings. But, following Long Island's south short to Republic, I had a few moments to collect my thoughts and offer some remarks to the camera. Farmingdale/Republic KFRG airport turned out to be the busiest airport for the day. Way busier than JFK, LGA, and EWR combined! There was a line of about 6 planes waiting to depart and I heard someone after me told they were number 8 for landing! I had to extend downwind so far, I thought I was going to end up leaving Long Island. But, eventually tower had me turn in and I made a touch and go on 14. A turn out to the north, and I had a 24nm leg to Westchester, the longest of the flight. However, the relaxing period was short lived. Visibility in those northern parts was not good and I could not even see across Long Island Sound. I had to dial in the ILS to find the long straight in final I was flying to 34 in Westchester KHPN. Winds were choppy and tower had to issue a go around with a Cirrus landing on the converging runway 29. I saw him fly right over as I was rolling across the intersection. But, I did not stop. I advanced the power and took off onward. Passing the Tappan Zee bridge, I turned south to Teterboro KTEB. I requested the option for 19 but all tower would give me is 24. Flying pretty heavy, I preferred the longer runway. With traffic inbound to 19, Teterboro tower said they'll see. Getting in closer, they cleared me to switch to 19 at the last moment and make the touch and go. At every airport, I made a big focus to make sure the gear was down. With so much up and down, fatigue, and unusually large runways, it was easy to get out of the normal flow. Other than camerawork, the single other task I engaged my wife with was rechecking that gear was down for every single approach. Teterboro to Caldwell KCDW was quick. Traffic at Caldwell was pretty heavy, but they got me in for a full stop landing on 22. This was the only towered airport that I did not request a touch and go (or option) at. 4500ft of runway just was not comfortable with all the weight. I should probably mention that I don't really know how you're supposed to do a touch and go. I was never actually instructed on how it's supposed to go because I always trained from short airports where it was not possible. I think I've heard that some people do it with partial flaps or no flaps. Or with the trim in Takeoff. I don't know any of that. I don't really know if it's a landing and then a takeoff or more like bounce the wheels on and do a go around. I genuinely don't know. I just did normal, proper, trimmed, full flap, gear down landings every time. Then while rolling with the throttle idle, I would raise the flaps to takeoff position, retrim, open the cowl flaps, and then advance the power for a normal takeoff. I opted for these land and take off from the same runway touch and goes at most of the airports to save time on long taxi backs and in many cases traffic delays because I had so many airports to get to. And most of them had runways double the length I am used to or more. So why not land and then takeoff from the same runway when it's already like 2 runways joined together? I'm still not convinced in touch and goes as a training exercise for novice students, particularly in a Mooney though. On the ground in Caldwell, I experienced my first break. A lot of landing traffic and then a bunch of departing traffic made us spend close to ten minutes on the ground. I had no problem to keep going, but since I was forced to wait, I took a breather. Caldwell to Morristown was another super short flight. In fact, I picked up the Morristown ATIS while still in the air enroute to Caldwell before landing. Despite it being such a short distance, it was not as short of a flight. Morristown tower had several planes inbound and had me to a sharp 250 degree turn to join their downwind. Then a 360 turn for spacing. If that wasn't enough, they extended my downwind until I was practically back over Caldwell before calling my base. They refused to give me a touch and go and issued a clearance for full-stop taxi-back. I'm not really sure how this would save them any time. It would cause me to occupy their runway twice instead of once and be on my way. However, I obeyed and got another short break on the ground. This flight was definitely a work out and a challenge. Before I had my Mooney and even when I did have my Mooney for a few years, I definitely do not think I was up for the task. It took a combination of years of flying experience, experience landing at bigger and bigger airports over time, and the fact that I had already visited every airport on the flight at least once before that made doing it all in one shot possible. Although it was a challenging flight, I don't think I would say it was the hardest flight I've done. Genuinely, some hard IFR or even an IPC with 6 approaches is still more grueling. This flight was mainly a challenge in staying organized, focused, and doing a lot of very rapid yet very accurate communications. It was also just a lot of landings in one day. And unlike doing 10 practice landings at the home field, here each one was at a different place with a different runway and different wind conditions. Every landing was unique and required its own analysis. I'm really happy I captured all the video footage so that I could sit back and watch my flight. While it was happening, I was genuinely so busy doing it that I had virtually no time to get to watch it as it happened. At this point, I had landed at every single towered airport underlying the NY Bravo Airspace. The 3 major Bravos and the 5 Deltas. I had 2 uncontrolled airports remaining. Linden KLDJ was one of them, but it is my home base so inevitably I would end there. The other was Lincoln Park N07. However, Lincoln Park has a particularly short and narrow bumpy runway. With trees in one direction and a mountain in the other, it's not a very friendly approach or departure. With a lot of fuel still remaining on board, I opted to drop my father in-law off to wait at Linden while we would wrap up that last segment. Although the book says the airplane could do it and I am pretty sure it could be done, I just did not want to take any chances of a good day ending badly by cutting things close to the edge. I'd been to Lincoln Park before a bunch of times and I know I always do it light because of the way the airport is. With just my wife and I, the landing and takeoff on 19 at Lincoln Park went smoothly with room to spare. Ended up talking to Caldwell and Newark tower again on the ways to and from Lincoln Park. We ended the flight at Linden victorious. We flew to every single airport underlying the NY Class Bravo airspace in one day in just under 3 hours of flying time. It was incredible. And now, I'm sharing it with you here in my video of the whole adventure:
    6 points
  2. last year was a good year for Mooney's in regards to fatalities. Zero. There were 188 Total GA fatalities [1] Cessna led the way with 39 Piper 31 Bonanza 15 Vans 8 Cirrus 4 [1] Dan Gryder research
    5 points
  3. "Loading the approach" doesn't activate it. Going direct to a fix on the approach or activating a leg of the approach activates it, "I just happened to go past it on the way to the active waypoint airport" does not. if you press "activate the approach," it will bring you to the IAF you chose when you loaded it, even if it's behind you.
    3 points
  4. You need to see "Magenta inside the approach" on the Flight Plan page -- If for example your Flight plan page looks like this JUGMO KMTN RNAV GPS 33 Approach JUGMO CINDI RWY33 and you are headed to the first JUGMO intersection in that list, no, the approach won't activate or sequence (at least not until after first proceeding to KMTN, then back to JUGMO). If instead your flight plan page looks like this JUGMO KMTN RNAV GPS 33 Approach JUGMO CINDI RWY33 where the active next waypoint is the second JUGMO ("inside the approach") then yes, the GTN750 will sequence to the RNAV approach. {Unless of course you fly east of the cone of confusion on an odd-numbered day, in which case the back course localizer will be active}
    3 points
  5. Since its N registered it has no import issue - its 100% a US and maintained by US rules plane - just on an extended trip north! Totally agree on the need for new panel! Engine probably has a some time left due to cylinder replacement but needs to be priced as fully runout. Myself personally would be looking for a 252/Encore with dual alternators - but wait I fly one!
    3 points
  6. Clarence if you ever get bored you should write a book, "maintaining your mooney". I would buy the first copy. I have been working on mooneys for a long time and you still bring up new stuff I have not seen before. Mark
    3 points
  7. If that wasn't enough adventure for one day, we came home and introduced our baby to our parrots for the first time. Steven is 2.5 months old and had not yet encountered our 3 pet birds. We decided to give it some time. But, in the last few days he started showing an interest in toys and objects and we decided it would be a good time. However, parrots are wild animals and can potentially be aggressive or even just scared of new people. We were not 100% sure how they would react so out of an abundance of precaution and best practices, we made the introductions slowly and used training to ensure the birds were learning to be calm and non-confrontational around the child. This was also a huge success.
    3 points
  8. Bet you could find out using the Garmin trainer. Bet you couldn't do it in 5 minutes or less.... From right now!
    2 points
  9. no less than 65K for the engine - with R&R labor, new hoses, engine mounts, other accessories expect to see it grow by another $10-15K. 40K won't by much of a panel. There is currently no onboard wx nor traffic either.
    2 points
  10. Those look like the Modworks STC gear doors. Yes they need to go up higher. Doesn't have to be dead tight at the back but you shouldn't have a 1 inch gap either
    2 points
  11. One more reason to like electric flaps!
    2 points
  12. The discussion over in diesel forums is that a diesel engine is a big deal in parts of the world where avgas is either shockingly expensive or simply unavailable.
    2 points
  13. I wouldn't put a smoke machine in it since they can leave an oil film that might work its way into the instrument. I don't know how sensitive it might be to that. Also check the hard lines if you haven't already, as cracks there can make them wonky as well. The hard line on mine broke apart right at the cylinder once with no warning. It must have had a crack for a while before that.
    2 points
  14. You are in the right area.... I looked in my parts manual and didn’t see it either... I know it is a small note in one of the drawings... possibly service manual... the parts manual only has one drawing to cover the four different birds... So I dug through paper files instead.... It has the answer... But, proper homework would require cross checking with Mooney to make sure it is the right answer... I had tried to buy the part from Weber back in about ‘05... they sold me a part for an M20J... assuming it was the only part. So all the older Mooneys must have used it as well... the older Mooneys use a standard piece of tubing, and drill the hole... If you look at the plethora of post it notes.... 1) There is a hole size 0.023” this is what we wanted... 2) The next hole size is 1/32” this is a common tiny drill... which is 0.0312”... this will be close, if you can’t get the 0.023... (not recommended) 3) What you are drilling into is really soft aluminum, get the right drill size... We have the internet now... back then it wasn’t as easy... PP thoughts only, I was working with a mechanic back in the day as well... Best regards, -a-
    2 points
  15. Not a mechanic, but I would suspect a bad sensor or connection. The prop has too much inertial mass to speed up and slow down that quickly, and I didn't hear any change in RPM on the audio.
    2 points
  16. Got back to the ac today. After knocking the 2 bubbles out of the right MC yesterday and moving the rod, we turned our attention to the parking brake rigging. As I've said ALL calipers, MCs, parking brake, and braided lines were replaced. We checked the parking brake rigging and made adjustments. Turned out we didn't get full travel of the arm. we moved the module. THat little adjustment allowed more travel of the arm AND working parking brake. At 2600 RPM the brake held the AC....no movement. Proving also the pedal brakes now hold at 2700 rpm.. So problems solved. That trick of removing the MC pins, twisting the rod while tapping the cylinder isn't written in the service manual, but should be. Guys you may want to print this and place it in your books. I think most people don't get this involved with the ac. I like a challenge and this one was challenging and called for going outside of the box. I want thank those offered their thoughts and suggestions. So if you have soft pedals or your parking brake won't hold your ac at high RPM, you have a problem. Grady M20K
    2 points
  17. You can’t go wrong with having an annual done by Brian Kendrick. Brian worked at Mooney in various capacities. I believe one of his responsibilities was quality control before planes were delivered to customers. My PPI on my Ovation turned up various items only someone with his experience would have caught. He noted my elevator was positioned incorrectly during cruise flight and made adjustments to correct. The list goes on and on. As long as Brian will have me as a customer I won’t have anyone else work on my plane. I believe he only works on Ovations and Acclaims. www.mooneysupport.com Going down to TX to pick up my plane from him next Fri!
    2 points
  18. My experience with 3 Mooney paint processes with Artcraft, no rigging was performed. Only balance check of newly painted control surfaces. Control surfaces were unbolted only and removed for painting. No control attachment points were touched, adjusted or moved. Intetesting though.
    2 points
  19. Don Maxwell Has an excellent reputation of getting the rigging just right.
    2 points
  20. Sometimes, the crack can be invisible. Try putting the flaps all the way down, then inspecting.
    2 points
  21. You can also invest $8 and get a paper catalog from Genuine Aircraft Hardware... always a nice reference to have handy. Call them and they can get it to you pretty quickly... https://www.gen-aircraft-hardware.com/ or, as mentioned in another thread, Skybolt website has a lot of pics of hardware, and they are very knowledgeable as well. Go to the upper right hand corner and click on the menu icon, then on the catalog- https://skybolt.com/
    2 points
  22. Not quite- Lets just look at the crankshaft journal as one test For Lycoming O-360 A models the Limits Table says that the NEW crankshaft journal can be 2.2485 to 2.250" dimeter The wear limits are determined by the "fit" of the connecting rod to the crankshaft journal The Overhaul manuals states the the "FIT" of the bearing to the journal can be -0.0025 to -0.0055 loose for a NEW part fit Now if the bearing fit cannot make NEW fit max loose of 0.0055 loose on a used journal (allowing some journal wear) THEN maybe it can meet "SERVICE MAX" of -0.0060 loose (1/2 a thousands of an inch more) SO IF it doesn't meet 0.0060 dimensions then you can grind the crank .010 (10 thousands of an inch under size) you can still meet NEW parts tolerance by fitting the correct standard or oversize bearings into the connecting rod. It has nothing to do with the "factory new journal diameter". An engine can be field overhauled to NEW parts tolerances but if even one part is at SERVICE MAX" then the overhaul is considered a SERVICE LIMITS overhaul. Total Time continues and hrs from OVERHAUL start to add up from 0. Lycoming can do a NEW LIMITS REBUILD and certify it with 0 TIME LOG BOOK No One else can do that BUT they in fact use USED PARTS that meet NEW LIMITS for this operation. You will have no idea how many total hours any factory "REBUILT" engine parts have. The factory doesn't track that. So you can see that an A&P can do a FIELD OVERHAUL to the same quality (new limits) that the factory can do but he just can't give it a 0 time log book and call it a REBUILT engine. A couple other small details that get over looked- The factory overhaul manual (which the A&P in the case of a field overhaul has to follow) states an approved Break in regime to be followed after overhaul. Ground runs for specified times and then several test flights that need to be referenced in the log book sign off. Some A&Ps have been hung by the FAA for doing a break in different than that stated by the factory. "Just takeoff and fly it like you stole it" comes to mind. In addition- the overhaul manual calls for CERTIFIED engine gages for the break in runs EVEN if done in the airplane. If the gages are not all recertified (certified gages need to recertified every year) before the break in then the engine only has a "MAJOR REPAIR" INSTEAD OF AN OVERHAUL. It can't be called an OVERHAUL by the book because he didn't follow THE BOOK procedures. OH the pesky little details "-) I don't have a life I just sit up at night reading these little bits a minutia.
    2 points
  23. converted to dual G275 units now have about 15 hrs. learning on the GTN 750 with dual G275 units. units work great, one main complaint is on the HSI Vertical Guidance information provided during an approach is small, its basically just a dot, on the right side of the instrument, when compared to our old king HSI its not easy to read and a lot harder to read when your busy doing an approach. Any body else have comments, maybe a soft ware upgrade some day
    1 point
  24. These images night not be viewable to anyone without a newish iPhone.. might be worth converting to regular jpegs.
    1 point
  25. Any chance the C/E model you sat in had pedal extensions? I am 6’2” with very long legs. I had 3 inch extensions on my J when I bought it and couldn’t get in. Without them, my seat is in the last hole and very comfortable. Sent from my iPhone using Tapatalk
    1 point
  26. Nice job. Unfortunately, although a smaller area, the same thing couldn't be done reasonably in the San Francisco Bay Area because you are required to full stop and go to Signature at SFO for a price of around $300. No problem with the rest of the airports around the Bay Area. To this day, after all my years of years of flying to airports all over the Country and airports in Canada and Australia, the only Bay Area airport I have never landed at myself is KSFO. There was a slight window of opportunity at the beginning of the Pandemic where a friend of mine was able to land there, but Signature immediately complained and the Tower stopped allowing it.
    1 point
  27. Agree. Anything that would wifi or bluetooth connect and lower pre-takeoff checklists would be awesome.
    1 point
  28. It would seem from your anecdotal evidence that experimental aircraft are much riskier, but also from your small sample, all but 1 were doing higher risk maneuvers and activities. How does that compare to the general experimental vs. certified accident rate? Is 4 to 1 the same rate for all as it is in your sample? In addition, motorcycles can be used in lower risk and higher risk activities which are determined by the operator. Dirt bikes jumping driveways along a busy road are much more likely to be involved in a bad accident than those in closed Motocross courses. Street bikes racing along narrow, winding roads at high speeds because it’s fun/cool/a release are more likely to have an accident than someone riding a straight wide road with good visibility of other vehicles/deer/objects in the road. There are similar reasons autos are more or less dangerous (tailgating, speeding, showboating...). Both motorcycles and autos can be operated in high risk or low risk operations just like planes. It seems the main thing they all have in common is: the operator has the ability to choose where on the risk spectrum they wish to operate.
    1 point
  29. I have a guy that comes around once a year with a big trailer and calibrates all my stuff. Torque wrenches, multimeters, inferred thermometers, gauges, and all the calipers and micrometers. It isn't cheap but I have to do it to meet the regs. Most shops do the same. Mark
    1 point
  30. And in those places, often the economics and airspace for pro-pilot training favor shipping the trainees to the USA.
    1 point
  31. For C models with electric flaps, the actuator is mounted on a bulkhead and attaches differently. I have never seen anyone with electric flaps on a short body have this issue.
    1 point
  32. I live in the Panhandle, fly IMC and deal with the MOAs all the time including dozens of flights between here and Tampa, where I used to live. (Sarasota is Tampa airspace.). I also fly west to Pensacola, Louisiana and Texas. I serve on a local airport board, and have gotten to know some of the controllers at Tyndall and Cairns. I routinely deal with Cairns, Jax center, Elgin approach, Tallahassee approach, Tyndall, Tampa. All very good to work with. I have had good experiences from where you are using V198 to MAI, direct CTY, then V7 to NITTS, then direct destination. That keeps you on an airway during most of the MOA transitions and seems to make Jax Center and Tampa approach happy. It will put you just south of Tallahassee, should be no issue if you’re at altitude. Lots of good options. You’re welcome to call my cell and discuss details- including airways and fixes. Ross Statham 770-329-5400.
    1 point
  33. Steve, you are a prize winner! MS Phrase of the Day Prize! This logic can be used when purchasing a forever-plane... Best regards, -a-
    1 point
  34. Earlier in my life I looked into buying a going small business (small, family owned) as I couldn't afford anything bigger. What I learned after looking over about a dozen of these 'opportunities' is that you were, best case, buying yourself a job...and, in most cases, the business WAS the owner! He leaves, you are looking at a VERY tough row to hoe. The BUSINESS VALUE IS THE OWNER. I suspect these owners are smart enough to realize this and trying to find a buyer is not a path worth going down. My $0.02
    1 point
  35. It's actually a stub spar and it is a component of all Mooney metal wings. The main spar, located forward of the wheel wells, runs the full span of the wing and carries most of the load. There is also a lighter spar at the aft edge of the wing that does not run the full span (hence the term "stub"). This is the attachment point for the flaps and the original design wasn't beefy enough to prevent flap loads from causing cracks. Skip
    1 point
  36. What, the sub spar? At some point un the 60s the flap attachment was changed. I don't know if my 1970 C has a flap sub spar or not . . . . But Clarence probably knows.
    1 point
  37. Well executed Mikey/201er/StinkyPants/ParrotWizzard ! Just another ordinary day of Mooney Flying... +1 plan the flight, fly the plan... +1 Fantastic Cockpit Resource management... (CRM) +1 Awesome radio work... including the discussion about runway length remaining at intersection Lima... Was the back seater your Dad? Family and Mooneys... Perfect together..! No better way to get around NYC... than a Mooney! See if @Jonny @Davidv is still busy today... watching this video will make a great break in an ordinary busy day... So many Mooney landings, @donkaye may even find it interesting... always on the centerline, energy well controlled... Looking forward to Stephen’s First Flight! Go MS! Go 2021! Best regards, -a-
    1 point
  38. Welcome aboard Vincent, See if @kortopates is close enough... Awesome Mooney CFII, his primary steed is an M20K... His office is a bit south from LA I believe... Double check your insurance requirement... they usually come in chunks of dual and solo... 10hrs of dual is a common number... Do you have an insurance guy? We have a really good one around here... Best regards, -a-
    1 point
  39. I noticed that, too, and was wondering whether the Firestone units were designed for a progressive rate or something.
    1 point
  40. Who wants to put a tape measure next to the stick so inches per gallons determined by others :-)
    1 point
  41. LEDs don’t have high voltage caps like strobe bulbs do. Nothing to hear.
    1 point
  42. Beating a dead horse here, but there is no good argument for the turbine Mooney idea other than the neat factor. Exhibitionary in scope, it doesn’t help a company looking for profitability in any way. Lol
    1 point
  43. “How would you like to handle the landing fee?” ”put it on my tab”
    1 point
  44. Just got back to Linden. Dropping my passenger off before going back to add Lincoln Park. @carusoamyou let me down! I thought I’d be reading a play by play when I get back. GoPro didn’t fall off so I should have a video to share once I get it together. And yes, it was an actual landing at each and not passing. KLDJ KEWR KLGA KJFK KFRG KHPN KTEB KCDW KMMU KLDJ Gonna go get Lincoln Park before I call it a day. See ya.
    1 point
  45. I tried the readers route with them down on the end of my nose but had the same issues with the transition of looking through the readers sometimes while trying to look outside. I went to the eye doctor and got a pair of glasses. They aren't progressives, there is a line in them. They are 1.50 on the bottom and the top is just clear. When I wear them the line is right at the top of the panel which is perfect, I don't even notice it. I look at the panel and it's clear, I look outside and it's clear. The eye doctor had me put them on, then measured where to put the line, if it ended up being off a little he said to come back. He works with quite a few pilots and flies GA himself which I'm sure helped him get it lined up in the right spot. I have a pair of sunglasses with readers in the bottom that I got online. They work, mostly, but the line in them is not quite perfect. After getting the clear ones from the eye doctor I'm seriously considering going back to have him order a set of sunglasses with the line in the right place.
    1 point
  46. 1) Welcome aboard to the other half of where you are going... 2) What reading glasses did you get? Did you buy them yourself from the store after trying a few Out? The reason why I ask... 3) I went to the doc... eye doc... he explained how the eye shape changes over time... 4) Which means the prescription changes continuously to reach the next level over a year or two... 5) Distance gets better, while short distance gets worse... trading one for the other... 6) When the prescription is new and nicely tuned... it is easy to flop between near and far... using something that OGs know really well... 7) OG secrets... bifocals, tri focals, some with lines, some without... 8) See real eye doc, pay a ton of dough... and see clear, near, far, light, dark, without even thinking about it... 9) If you wear contact lenses... there are strategies for that as well... 10) when you start to struggle with the focus again... no surprise... change up the lenses again... as the decades go by, you will have more things to worry about... you will look forward to seeing clearly again... PP thoughts only, not an eye doc, and not an OG with bad eyesight... I’m an OG with good eyesight thanks to a pair of good glasses... -a-
    1 point
  47. 7 on our J, but there has to be enough fuel in the tank to float the bulb. Thus you need 11 gallons in there before you will get a reading.
    1 point
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