Hair Helmet

6'3" 235#, no issues in the C model with leg room and additional holes can be drilled in the runners if the position isn't perfect. The bottom of the windows in the older planes are lower (taller windows) and allow for a comfortable armrest on the sill. I do rub shoulders with male passengers..... and my wife.... has to move her butt when I move the johnson bar... I've got one friend with muscular legs who hits the yoke, I may change to the later model raised yoke.

I'll tell a few friends about this C for sale, looks great. For what it's worth on the insurance side, I bought insurance from Falcon last May'20. 1962 C for $2600 @ 25k hull value, age 41 and I had 10 hours in the previous 15 years. I'll be contacting Falcon soon since I've put 100 hours on the restoration in 9 months and an additional 75k over the hull value to make it somewhat remanufactured. Questions I have in general will be 'how do I get the rates down'? I'll do any training or upgrades necessary to reduce the risk/cost since it'll be safer for my family as well.

I've had the Skybeacon 9 months, no issues with it. Soon as the TailbeaconX certified becomes available, it's certified but they won't sell it until the STC is ready, I'll put that on the '62C tail cone. TailbeaconX transponder/ads-b out controlled by the AV30 allows for the old shark fin antenna to go away. Flush mount marker beacon antenna is next... I'll have a budget smooth belly thanks to Uavionix.

I suppose the simple solution is a composite prop without an rpm restriction. Apparently the harmonics can crack the crank if we hang out there too long....

I suppose I should have read this thread sooner, 2 x AV30's are going in now. 10+ pounds of vacuum system and instruments have already come out. The old DG was useless and due for a servicing anyway so I probably won't notice a difference since the only time I looked at it was during the initial checklist. I don't fly IFR and it's hard to get lost in WA state.... but I dislike wasting money (airplane is cheaper than the casino).

Thanks for sharing this, Oscar! I've got the 3 blade Hartzell balanced to .07 and then to .02 IPS with PowerFlow and ElectroAir but it just never feels smooth. I just completed the J window mod and have a few hours on it, although without an OAT it's hard to guess the true airspeed. AV-30C is going in this week and that will help with my guestimates, and it's grounded with the left mag now backfiring.... Preliminary numbers are 1500 fpm take off climb at 90mph at -1000 ft DA and lightweight, 180mph at 5500 ft DA through the Cascades a few evenings ago. Home airport is 17 ft elevation... eager to get up high and see what the gph can get down to.

Thank you, I'll look for that thread. Heard good things about the MT's chip resistance on stol planes. Also would like to be able to experiment with lower cruise rpm's let alone the 1950-2350 restriction distraction in the pattern. Between that and a possible earthX battery I could lose 60-70 lbs off the front end.

I just completed the windscreen conversion on my '62, only a handful of mods remaining without going injected (oil cooler relocation and flap gaps). Yesterday was my 3rd flight since completing the windows and did 170mph, 2500ft, 2400 rpm 22", 13gph. I'm not sure that my fuel flow isn't off by 10% or more judging by top offs vs 'used fuel', but it keeps me in a safe margin regardless. Takeoff climb 90mph was 1500 fpm with just me and 20 gallons fuel. Engine has 700 hours with port/polish/balance, powerflow, electroair, 3 blade. I'm wishing for a composite prop for the A1D just to get rid of the rpm restrictions. Now I'm curious about the J gear door in the initial question... is that a thing?