Hank

Phoenix? Thunderbird? Whatever you call it. Used to be someone active on MS who made various eagle rings, but sadly no Mooneybird.

I do it the old fashioned way [no fuel flow . . . ]--if full, one hour on each tank, then 1-1/2 on the first one, leaving me 1-1/2 to land and get to the pump. That will leave some reserve due to extra fuel burn during climbout; if I need range, I'll run the first tank dry, which can be an additional 10-15 minutes, but I really like to be descending for my destination by then, 4 hours in the cockpit is uncomfortable.

I've seen a picture of that plane before . . . . .

Hey, wait! Do the phoenix wings have two lines or three? Is the tail a fallen-over E or three separate lines? Let's get thus set straight! And cheers! to those with unique, individual tail feathers!!

I wonder if he carved the propeller himself. I'd like to try that, but not sure I'd trust it enough to get off the ground . . . . .

The one on Andy's and Mitch's planes are correct for my 1970 C, but it came this way. I like it!

Mine's in annual too far away for a photo, but I managed to crop this from a recent one. Simple, clean, vintage.

I filled up the car last week for $1.529, and it's continued to go down since then . . . . .

THIS is exactly what I was about to recommend to @Nukemzzz. Use your dipstick, learn your fuel burn, check before and after every trip. That will calibrate your power & mixture to the JPI and clock. Since all I have are the factory gages and a clock, I am diligent about dipping my tanks before every flight.

You supply the hangar, I've got the coffee pot! Need space for my Mooney, too . . . .

I think Navy pilots touch down around 600fpm, to make sure the suspension compresses and the tail hook reaches the wire. A couple hundred feet of float is a bad thing when your entire landing zone is only 500-600 feet long . . . . There are some here on MS who can speak both to landing procecures and to the challenge of landing on an airfield that can be a couple hundred miles away from where you left from, with zero landmarks and nothing at your departure point either. In WWII, it was said about ded reckoning that "you reckoned right" where the ship was from your current position, or you were dead. That's never been a problem for an Air Force pilot . . . .

Of course it's solid. Anchors need to be, otherwise the boat will drift away.

Wish I could understand Italian . . . . . 18603.3gp

Full fuel payload of 700 lb will be difficult. My C has 970 useful, and I carry 312 in fuel, leaving 670 lb (me and my favorite 470 lb) ready to go. That will take me 5 hours with IFR reserves, but that's too much sitting. I've done 4:45 twice, landing with 11-12 gal or 1:15 - 1:20 remaining; my plane trues at 147 KTAS. F and J can have useful loads of 1000-1100, but they carry 64 gal (390 lb) of fuel, leaving 610-710 of load. Flown LOP, they can stay aloft for 6-7 hours at about my speed, or go 10-15 knots faster for about the same time. Es are in between, most have 52 gal (I think), but the same IO-360 as the F & J. But you still will be very unlikely to have full fuel plus 750 lb payload. If you think this is bad, check sime of the newer Acclaims, they atw full full (100 - 130 gal) plus pilot and sometimes a small bag . . . . But you don't want to pay the upkeep on one of these anyway.

Whew! Thought it was just me . . . . .